Perkeretaapian Indonesia Dalam Perspektif Internasional

HWTSK, Inc

Sebuah Kajian “Outsider”

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Lebih Baik dari yang Diperkirakan

• Laporan dari berbagai sumber telah meyakinkan kita bahwa:– Perkeretaapian The berada dalam kondisi jelek– Disiplinyang rendah– Tidak aman

• Kami melakukan inspeksi terhadap Perkeretaapian melalui beberapa kali kunjungan

• Kami membandingkan capaian-capaian Perkeretaapian Indonesia dengan Perkeretaapian yang sejenis di tempat lain

• Perkeretaapian Indonesian ternyata lebih baik dari yang kami perkirakan

• Tetapi terdapat banyak ruang untuk upaya perbaikan

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Interaksi terbatas dengan PTKA sampai Saat Ini

• Halaman2 berikut kita menampilkan data perbandingan yang sangat umum

• Kemudian, korelasikan data tersebut dengan observasi.• Korelasi ini akan menghasilkan kajian awal tentang Perkeretaapian

Indonesia dimata Outsider• Kehati-hatian selalu penting bila membandingkan kerata api:

Analisa ini tidak membandingkan PT. KA dengan usaha kereta api sangat besar dengan ukuran rel yang berbeda

• Tujuan dari analisa ini adalah untuk memperoleh gambaran umum tentang perbandingan antara PT. KA dengan perusahaan kereta api lain yang sekelas.

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• Kami memilih perusahaan kereta api sekelas untuk perbandingan. Perusahaan tersebut menggunakan ukuran meter atau jarak ujung rel (sama dengan Indonesia)

• Dengan panjang hampir 4,700 kilometers, PT KA adalah berbeda dibanding kereta api lain yang juga menggunakan ukuran meter

Ukuran Jaringan Kereta Api

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Karyawan

• Jumlah karyawan PT KA secara umum konsisten dengan perusahaan kereta api lain sekelas –capaian produktivitas lebih menarik untuk dikaji

0 25 50 75 100 125 150

Zambia

TAZARA

New Zealand

EFVM

Malaysia

Kenya

Indonesia

Korea

South Africa

Bangladesh

Viet Nam

Japan

Employees (000)

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Work Performed: Narrow Gauge

0 50 100 150 200 250 300

Zambia

TAZARA

Kenya

Malaysia

Tanzania

New Zealand

Bangladesh

Viet Nam

Thailand

Indonesia

Korea

EFVM

South Africa

Japan

PKM+TKM (billions)

• Some narrow gauge railways perform much more work (passenger kilometers + freight tonne-kilometers). PT KA is lightly used.

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Network Productivity

• Some narrow gauge networks are highly productive – EFVM because of iron-ore, Japan’s railways because of high density passenger services

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Employee Productivity

• Network density helps employee productivity measures – here EFVM and South Africa in freight transport, but Japan in passenger transport

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Employee Productivity

• PT KA relatively low network density reduces employee productivity as measured by network kilometers per employee

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Motive Power Productivity

• PT KA’s locomotive and power unit fleet is relatively productive• Dense infrastructure (signals, Catenary) or high axle loads help EFVM and

Japan achieve high motive power unit productivity

- 10 20 30 40 50 60 70 80 90 100

Zambia

Kenya

Korea

Malaysia

TAZARA

Viet Nam

New Zealand

Indonesia

Thailand

Tanzania

South Africa

Japan

EFVM

TU(million)/PowerUnit

230

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Freight Wagon Fleet Productivity

• PT KA’s wagon fleet is moderately productive - limited by light axle loads.• Railways with more productive freight wagon fleets have higher axle

loadings.

0 1,000 2,000 3,000 4,000 5,000 6,000 7,000

Bangladesh

Zambia

Kenya

Malaysia

TAZARA

Viet Nam

Thailand

I ndonesia

Tanzania

New Zealand

Korea

South Africa

J apan

EFVM

TKM (000)/ wagon

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Passenger Vehicle Fleet Productivity

• PT KA’s passenger vehicle fleet is productive, even comparing it to Japan• A high proportion of urban transport trips helps increase PT KA passenger

vehicle fleet productivity

0.0 1.0 2.0 3.0 4.0 5.0 6.0

South Africa

Kenya

New Zealand

Zambia

Korea

Malaysia

Bangladesh

Tanzania

TAZARA

Thailand

Indonesia

Japan

PKM (000,000)/Coach+MU Unit

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Passenger Fares

• PT KA’s average passenger fares are low, even compared to China.

0 200 400 600 800 1,000 1,200 1,400 1,600 1,800 2,000

Kenya

Thailand

China

Indonesia

South Africa

New Zealand

Bangladesh

USA

Passenger Fares Rupiah/PKM

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Freight Charges

• PT KA’s average freight tariffs are relatively high

0 50 100 150 200 250 300 350 400 450

China

Thailand

South Africa

USA

EFVM

Bangladesh

Indonesia

Kenya

New Zealand

Rupiahs / TKM

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PT KA has been focused on passenger transport

• Passenger services appear to be relatively productive but efforts to increase revenue density of trains (Rupiah/train path) should be considered

• Low axle loads and short train lengths are fine for passenger traffic but a hindrance to freight transport in its markets

– Geography of Indonesia limits length-of-haul– Current limitations make freight less competitive – Freight and passenger markets in Java very competitive for road, air

and sea transport, making it difficult to increase freight market share

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Investment should be focused on limitations• While the infrastructure is in good condition, speeds can be

increased – More precision in track maintenance equipment can improve line and

surface– New signal systems can improve capacity and permit higher speeds– These investments can provide better financial returns than double

tracking• Low axle loads and short train lengths are OK for passenger traffic

but a hinder freight transport in PT KA markets– Short potential haul lengths require high productivity from the railway

– fast service or heavier loading, or both– Freight and passenger markets in Java very competitive for road, air

and sea transport, making it difficult to increase freight market share• A long term plan to increase axle loading capacity and reduce the

tare weight of freight wagons can help make freight more competitive

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Some Preliminary Conclusions•Scrap old rolling stock. other materials. and facilities that are uneconomic to operate – they clog the network, represent idle money, and send a poor message to employees and customers•Invest in modern track maintenance machinery – not only for labor savings but also for increasing materials’ lives, and for improved commercial capabilities and line capacity the better track offers• Invest for the long term, e.g. in higher axleloads•Investigate international practices more fully

–Given PTK’s axle load limits, low-tare high-capacity wagons are more commercially viable even if these wagons cost a premium price–Develop more detailed specifications for technology investments to ensure inter-operability and maintainability and to reduce spares requirements

•Simplify the organization structure to streamline decision making – too many parties involved in decisions, too many layers of HQ, regional, and local organizations•Think “where you want to be”, not “where you are.”

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Thank you!