Corresponding Author: Ahmad
Ependi
E-mail: [email protected]
INTRODUCTION
The train is a mode
of transportation that cannot be separated from the lives of Indonesian people,
who play an important role in developing all sectors of Indonesia (Alfeno & Devi, 2017). The train is a means of transportation in the form of a
vehicle that will or is moving on the railroad with the power of motion, either
running alone or coupled with other railroad facilities related to training
travel (Hidayat, 2019). By using its path that is different from other
transportation, trains are free from congestion (Aminah, 2018). The timeliness of train travel is managed in such a way
with a good management system to solve problems related to departure or arrival
times (Sandy & Leliana, 2021). Another advantage of this transportation is that it can
carry passengers and goods in large quantities or capacities (Transportation, 2011). Given the important role of the railroad, it is necessary
to develop and improve facilities and infrastructure as a determinant of the
success of the rail transportation system (Siregar et al., 2020).
Presidential Regulation
58 of 2017 concerning the Acceleration of National Strategic Projects (PSN),
one of the contents of which concerns the project for the construction of
inter-city rail facilities and infrastructure for the development of the South
Java double track, which includes the Provinces of West Java, Central Java,
East Java and the Special Region of Yogyakarta (Yudhanto, 2021). The developments being carried out include a double-track
railway between Bogor-Sukabumi which is part of the Bogor-Yogyakarta line with
a track length of about 57 km. There are several stations on the Bogor-Sukabumi
railway line, namely Paledang Station, Batu Tulis Station, Ciomas Station,
Maseng Station, Cigombong Station, Cicurug Station, Parungkuda Station, Cibadak
Station, Karang Tengah Station, Cisaat Station and Sukabumi Station (Farhan Syahfarul Maghribi,
2022).
Figure 1. Construction of the Bogor-Sukabumi double track
Source:
West Java BTP 2022
The
Jakarta-Bogor-Sukabumi route has been connected by rail transportation. The 55
km Jakarta-Bogor line has been double-tracked and electrified, while the 57 km
Bogor-Sukabumi line is still developing a double-track line (Fajar
Ramadhan, 2021). The construction of the double track is
driven by the condition of the highway connecting Sukabumi-Bogor-Jakarta, which
is already saturated with a travel time of 6 hours, approximately 112 km from
Jakarta to Sukabumi and vice versa, the travel time which should only be 4
hours due to traffic jams up to a maximum of 2 hours. Therefore, the thing
behind this development is to reduce the density of highway traffic, especially
from Jakarta-Bogor-Sukabumi, minimize the cost of transporting goods/national
logistics distribution, and increase the frequency of passenger and goods train
trips. In addition, the southern part of West Java, especially the Bogor and
Sukabumi regions, has a lot of economic potential such as trade, industry,
tourism, property, food and so on (Chandra
& Munthe, 2012).
The
Ministry of Transportation (Kemenhub) targets the construction of phase 1 of
the Bogor-Sukabumi double-track railway, namely from Bogor-Cigombong, targeted
for completion in March 2022. For now, the construction is on the Partial
double-track railway between Bogor Paledang Station to Cicurug Station with a
percentage of 98.81% with physical progress as of February 20, 2022. Completing
phase 1 of the Bogor-Cigombong double-track project can make passenger and
freight transport more productive. Adding the revitalization and construction
of the Bogor-Sukabumi double-track railway, the community needs it, given the
high demand for passenger and goods mobility between the two cities. The
Bogor-Sukabumi double-track train will cut travel time from 2 hours to just 1
hour and 20 minutes. Then, increasing the frequency of passenger trains from 6
trips to 12 trips and the frequency of freight trains from 2 trips to 8 trips,
increasing the number of trains from 6 to 8 circuits, increasing the total
passenger capacity from 2,844 people/day to 5,688 people/day and cargo
transport capacity. from 648 tonnes/day to 2,592 tonnes/day (Railways, 2021).
The
density of trains crossing Gedebage-Cicalengka requires special attention in developing
the railway infrastructure and its operational pattern for the future
development of the railway. The operational pattern study was carried out by
means of a survey to obtain data used to study the operating pattern of the
Gedebage-Cicalengka double-track railway. With the plan to increase the
frequency of trains and the construction of a double track, there will be an
increase in the average Headway from 9.5 to 11, cross capacity by 200% from an
average of 96.5 to 193.5 (Siregar et al., 2020).
The
growing population and the shifting of population movements from the suburbs to
the city center will result in increasing requests for rail transportation
services to the city center. Thus, an analysis of the potential demand, the
need for new facilities and operating patterns are needed. This research was
conducted by interviewing survey passengers of the Lembah Anai train relation
between Kayu Anam Station and Minangkabau International Airport Station. The
actual demand potential was carried out by a survey on trains from 644
respondents, 85.5% agreed with the extension of the Lembah Anai Railway
relationship, and as many as 88% were willing to choose the rail mode. In the
demand analysis, potentially a stated preference survey was carried out in Pauh
District. Out of 2636 respondents, 86.7% were willing to move from private and
public transportation modes to rail modes (Nurfadhila et al., 2020).
To
optimize the operation of trains at Gubeng Station, one of the most important
variables is the pattern of operation related to the interlocking system. This
study aims to analyze and provide an overview of the railroad tracks which will
guide all train movements. The analysis of train operation patterns considers
the typical layout and length of the lines at the station, the arrangement of
train traffic at the station and the routes of train travel at the station. The
operating pattern of the trains that pass-through Surabaya Gubeng Station has six
lines and 19 routes that can be formed based on the Local Security Service
Regulations. Not all routes are used with a total of 11 routes, a Conflict Rate
(CR) value of 95.02% is obtained, the movement of trains is mutually conflict,
and 4.98% of train movements do not conflict with each other (Hanif et al., 2020).
METHODS
Research
on analysis of train travel patterns for case studies on the construction of
the Bogor-Sukabumi double track crossing Bogor-Yogyakarta has been carried out
in Operation Area 1 Jakarta on Jalan Pegangsaan Timur No.15-16 RT.1/RW.1
Pegangsaan, RT.1/RW.5, Menteng, Kec. Menteng, City of Central Jakarta, Special
Capital Region, Jakarta 10310. The time for research is February-November 2022.
In this study, we will analyze the problem of train
travel that occurs with the change from single track to double track and
changes in the layout of the emplacements, which increase the frequency of
passenger and freight train trips. The data used in this study are primary and
secondary data (Kulon & Barat, 2017). Primary data includes existing data on the Bogor-Sukabumi
operation pattern obtained by interviewing West Java BTP and KAI employees.
Secondary data includes data on train star formation, the type and number of
trains, signal service time, and the speed of passenger and freight trains.
The
stages of this research identify the problems with train travel that occur if
the capacity of the Bogor-Sukabumi line segment changes from a single track to
a double track, including increasing the infrastructure capacity. The primary
and secondary data that have been obtained are then analyzed and processed to
calculate the cross-plan capacity, which is then adjusted to the maximum
cross-capacity; if it is still sufficient to accommodate trains, then it can be
forwarded to the determination of the pattern that has been selected along with
the appropriate GAPEKA can be determined as the recommended pattern. However,
if the value exceeds the maximum capacity, data processing is done again by
finding a solution to the problem. Furthermore, conclusions can be drawn from
this research which can be used as a reference in realizing government programs
on rail transportation so that the best service can be channeled to the
community.
RESULTS AND DISCUSSION
1.
Track Pattern
Based on the existing operational conditions
of the current line, the development plan for the Bogor-Sukabumi double track,
in general, can be divided into three segments, namely:
a.
Cigombong � Cicurug
b.
Ciomas � Maseng � Cigombong
c.
Bogor Paledang � Slate � Ciomas
2.
Road Plots and Stations
The number of road plots in the Bogor - Sukabumi Double Line BED crossroads
is eight, with a total distance of 57.173 km, as shown in the table below.
Table 1. The road plot is in the Bogor � Sukabumi Double Lane BED crossroad
3.
Path Layout
The layout of the track (emplacement) at the
stations on the BED Double Line route Bogor - Sukabumi has as many as 12
stations with the layout of each track. Here is a picture of each station:
a.
Bogor Paledang Station
This station is located at KM 0+404 and is
not operational/doesn't exist yet.
Figure 2. Paledeng Emplacement
b.
Batuwritten Station
As a station without operations, this station cannot
carry out crossing or overtaking. It can be referred to as a Block Post.
Figure 3. Slate Emplacement
c.
Masen Station
As an operating station, this station can carry out
crossing or overtaking.
Figure 4. Maseng Emplacement
d.
Cigombong Station
As an operating station, this station can carry out
crossing or overtaking.
Figure 5.
Cigombong Emplacement
4.
Study of Operational Patterns After DED
1)
Road Plot Planning n
The road plots that are on the Bogor - Cigombong Dual Line DED crossroads
with a distance of 19.62 km, of which there are three roadblocks, the furthest
road plot between Batu Tulis station and Maseng station is 9,718 km, and the
closest road plot is between Bogor Paledang station - Bogor Station Slate is
4.378 Km away. In planning the road plots in the Detailed Design of the Double
Lane Between Bogor - Cigombong, it is not directly affected by traffic capacity.
This is because the road plots can be divided into several block plots, which
is very different from the single-lane system. To reduce Headway or the same as
to increase traffic capacity, simply by adding IB (Intermediate Block )
between the distances of AB stations (AB (km) S ) in the formula, if 1
(one) IB is installed, then the distance of the road plot is divided by two, if
2 (two) IBs are installed, then the distance of the road plot is divided by
three and so on.
2)
Number of
Road Plots
The number of road plots that originally,
there were four road plots; if it were made into a double lane, two plots would
suffice roads, namely
the Bogor Paledang � Cigombong road plot, as shown in the table below:
3)
Operating Stations and Bus Stops
Operation Stations and stations without Fasop
or Bus Stops see the table above and details as follows:
Table 2. Functions of
the Bogor - Sukabumi Cross Station
|
Station
|
km
|
function
|
|
Bogor Paledang
|
0+400
|
Down/up pnp
|
|
Tukis Stone
|
4+378
|
Operation
|
|
Maseng
|
14+096
|
Down/up pnp
|
|
Cigombong
|
19+622
|
Down/up pnp
|
|
Cicurug
|
26+715
|
Down/up pnp
|
|
Parungkuda
|
34+359
|
Down/up pnp
|
|
Cibadak
|
39+884
|
Down/up pnp
|
|
Central Reef
|
44+774
|
Operation
|
|
Cisaat
|
52+352
|
Down/up pnp
|
|
Sukabumi
|
57+173
|
Down/up pnp
|
4)
Stations, Line Layout and Operational
Patterns
At stations that are planned to have
passengers getting on and off, a common platform must be provided with a
platform width of at least 3 meters.
Stations, Track Layouts and Operational Patterns are only for related
Stations, Track Layouts and Operational Patterns with the
Bogor - Cigombong Double Line DED study, as follows:
a.
BOGOR PALEDANG Station
Paledang Station is the initial departure and
final arrival station for trains passengers
from/to Sukabumi, then a minimum of 2 lanes are needed at Paledang Station
to dispatch and receive the arrival of the passenger train, as
well as required two additional
lines to serve freight trains from/to Jakarta and the process of shutting down
passenger train locomotives (Muhamad Hafiz Azdam et al., 2022).
When the operating hours of passenger trains
are over, 3 of the four lines will be at Paledang station can function
as a stabling place for passenger trains, where the next day, the train
These passengers will operate again starting from Paledang
Station. And the remaining lane is unused and is
used for freight train services from/to Jakarta.
a)
For path layout, see the image below.
Figure 6. The layout of the Paledang
Station Line
b) Operation Pattern
There are four
train lines, and the use of each of the four lines is as follows :
1) Line III and line IV for KRD/KRL trains from the direction of
Sukabumi to the final destination station Paledang
and back to Sukabumi
2) Lines I
and II are highways toward Sukabumi and do not stop on this route.
b. BATUTULIS Station/Stop/Stop
a) This station is a Stop/Stop.
b) Path layout, see the image below
Figure 7. The layout of the Batutulis Stop
/ Hatle Line
If you look
at the two alternatives above, if you still maintain the effective path length
as in alternative
2, then it does not meet the requirements for the pattern of operation, which
is for one train set, an effective
passenger length of only 130 m. This is due to the effective length not
fulfilling the service of one series of
trains that is 140 m. Thus, an alternative one is chosen by extending the path
effective to 270 m. The consequence of extending the effective
path is road relocation. Provinces
that function as class III collector roads a Drs. Saleh Danasamita became a
crossroads, not a plot.
c.
MASENG Station/Stop/Stop
This station is a Stop/Stop. The effective
line length at this station is 399 m. Path layout, see the image below
Figure 8. Maseng Stop Line Layout
d. CIGOMBONG Station
This station is still used as a stop station/bus
stop. The effective path length of this station is 350 m. The
track layout is presented as follows:
Figure 9. The layout of the Cigombong
Station Line
e.
Operations Station
Operation Stations and stations without Fasop
or Bus Stops see the table above and the details as follows:
Table 3. Operation Stations
|
Station
|
km
|
function
|
|
Bogor Paledang
|
0+400
|
Down/up pnp
|
|
Tukis Stone
|
4+378
|
Operation
|
|
Maseng
|
14+096
|
Down/up pnp
|
|
Cigombong
|
19+622
|
Down/up pnp
|
|
Cicurug
|
26+715
|
Down/up pnp
|
|
Parungkuda
|
34+359
|
Down/up pnp
|
|
Cibadak
|
39+884
|
Down/up pnp
|
|
Central Reef
|
44+774
|
Operation
|
|
Cisaat
|
52+352
|
Down/up pnp
|
|
Sukabumi
|
57+173
|
Down/up pnp
|
Table 4. Train numbers, schedules, number and km of train travel time
Local Bogor � Sukabumi According to Gapeka 2017
|
Number
|
KA
Name
|
Cross
|
Distance
|
O'clock
|
WP
|
KEC
|
|
Serial
|
ka
|
leave
|
come
|
O'clock
|
AVERAGE
|
|
1
|
2
|
3
|
4
|
5
|
6
|
7
|
8
|
9
|
|
|
|
|
|
|
|
|
|
|
|
1
|
389
|
PANGRANGO
|
SI-BOO
|
57.2
|
05.15
|
07.18
|
02.03
|
27.9
|
|
2
|
390
|
BOO-SI
|
57.2
|
07.50
|
09.54
|
02.04
|
27.7
|
|
3
|
391
|
SI-BOO
|
57.2
|
10.25
|
12.28
|
02.03
|
27.9
|
|
4
|
392
|
BOO-SI
|
57.2
|
13.10
|
15.13
|
02.03
|
27.9
|
|
5
|
393
|
SI
- 800
|
57.2
|
15.45
|
17.48
|
02.03
|
27.9
|
|
6
|
394
|
BOO-SI
|
57.2
|
18.30
|
20.36
|
02.06
|
27.2
|
|
The Number KA and KM-KA
|
343
|
|
|
|
27.7
|
Table 5. Number, Schedule, Number and
KM of Train Travel Time for Freight Trains Transportation of
Mineral Water According to Gapeka 2017
|
number
|
KA
Name
|
Cross
|
Distance
|
O'clock
|
WP
|
KEC
|
|
Serial
|
ka
|
leave
|
come
|
O'Clock
|
AVERAGE
|
|
1
|
2
|
3
|
4
|
5
|
6
|
7
|
8
|
8
|
|
|
|
|
|
|
|
|
|
|
|
1
|
2665
|
CICURUG
|
CCR-KPB
|
86.6
|
19.45
|
22.05
|
02.20
|
37.1
|
|
2
|
2666
|
KPB
- CCR
|
86.6
|
03.25
|
05.46
|
02.21
|
36.9
|
|
2
|
The Number KA and KM-KA
|
173
|
|
|
|
37.0
|
5.
Transport
Target Plan
Transport target plan data is taken from the FS related to the previous BED,
which according to the FS study up to 2049,
are as follows:
1) Transport Forecast
Based on survey results and data from PT. Semen Jawa, the
volume of cement transportation in the future is as follows :
Tabel 6.
Transportation Potential with OD Matrix in 2020 - 2045
2)
Number of trains
The table
below shows the transportation potential data obtained from the estimated
frequency requirements Trains in
2045 will be 290 trains with details of 230 passenger trains star
formation one locomotive + 6 trains (5K3 and 1 KP), 38 Aqua freight trains with
stamformasi one locomotive + 7 carriages, and
22 cement freight trains with one locomotive + 8 stamformation carriage.
Table 7. List of Estimated
Number of Bogor-Sukabumi
Cross Trains for the Period 2020 to 2045
Furthermore, to accommodate the
transportation potential as shown in the table above, it is
necessary to build a double track on the Bogor - Sukabumi route with details
as follows :
a. Train line
between Bogor Station � Paledang Station
To be able to accommodate the estimated
demand for the frequency of trains in 2035 on railroad lines between Bogor
Station - Paledang Station is still sufficiently served by a single line
because, based on the explanation above, the operating pattern of passenger
trains with cross-services Bogor -
Sukabumi for early departures and late arrivals cannot be made from
Bogor Station, so that those that pass the railroad line between Bogor Station
- Station Paledang is only freight train from/to Jakarta.
b. The railway
line between Paledang Station � Sukabumi Station
To accommodate the forecasted need for train
frequency in 2035 on railroad lines between
Paledang - Sukabumi Station, it is necessary to increase the traffic capacity
by constructing a double track and adding six signal blocks at several points
between stations, as described in the table below.
Table 7. List
of Estimated Train Frequency Needs in 2035
Based on the table above, it can be explained as follows:
a) The rail line
between Bogor Station - Paledang Station
To be able to
accommodate the estimated demand for train frequency in 2035 on the railway
line between Bogor Station - Station Paledang is
still sufficiently served by a single line because it is based on the explanation
as stated in letter c above, the operating pattern passenger
trains with the Bogor - Sukabumi service route for early departures and late
arrivals are not can be done from Bogor Station so
that only trains pass through the train line between Bogor Station - Paledang
Station Goods from/to Jakarta.
b) The railway
line between Paledang Station � Sukabumi Station
To accommodate the forecasted need for train
frequency in 2035 on the railway line between Paledang Station - Sukabumi
Station, it is necessary to increase the traffic capacity using the
construction of a double track and the addition of 6 signal blocks at several
between stations as explained in the table above.
Table 8. List of Estimated Train Frequency Needs in 2045
Based on the
table above, it is necessary to accommodate the forecast of train frequency
needs in 2045 additional traffic capacity by adding six signal blocks and
shifting five signal blocks in some between stations, as
explained in the table above.
Table 9. Train Travel Time from Bogor � Sukabumi
The table
above shows that the travel time for the train from Bogor - Sukabumi is 104
minutes, with a waiting time of 27 minutes, so the needs of the training series can be
identified to accommodate potential passenger growth, as shown in the table
below.
Table 10. Needs for the Paledang � Sukabumi Cross Passenger Train
Series
The table above shows that the needs of the
cross-Paledang passenger train series � Sukabumi in
2035 is as many as 21 series with details of 20 series operating
(20 locomotives + 20 KP) with one spare circuit (1 locomotive + 125 K3
+ 25 KP) as well as stabling requirements for trains > 2520 m
and locomotive stabling > 420, whereas, in
2045, 26 sets of trains are needed with details of 25 series operational
(25 locomotives + 125 K3 + 25 KP) and one reserve circuit (1 locomotive +
125 K3 + 25 KP) as well as stabling requirements for trains >
3120 meters and stabling locomotive
> 520 m.
CONCLUSION
The analysis of the
study of operational patterns on the Bogor-Sukabumi line shows that with the
plan to increase the frequency of trains and the construction of a double
track, there will be a decrease in the Headway from 10.38 to 7.1. Another
benefit generated by the construction of the double track will increase the
traffic capacity by 350% from an average of 58 to 276. The operating pattern of
Batu Tulis Station and Karang Tengah Station is an Operational Station while
Bogor Paledang Station, Maseng Station, Cigombong Station, Cicurug Station,
Parungkuda Station, Cibadak Station, Cisaat Station, Sukabumi Station.
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