Analysis on Railway Infrastructure Utilization Priority Factor Variation on Track Access Charges

Railway is one of the available transportation modes in Indonesia, in Java and Sumatera, which is used for carrying the passengers and freights. People choose to use railway because it is a fast transportation mode and has its own track which averts from the traffic jam. In Presidential Regulation Republic of Indonesia No. 53 in 2012, it is explained that every railway operator which use railways infrastructure have to pay Track Access Charges ( TAC ) to Government. The rules of the calculation of TAC which have to be paid by PT.KAI is explained in Regulation of Transport Minister No. 62 in 2013 about The Rule of Calculation Rail Infrastructure Charges State Owned. In Regulation of Transport Minister No. 62 in 2013, there is priority factor which has same value for every service type of the train ( Fp =1). Actually, every service type of railway has different priority and gives different damages for infrastructure based on the speed. This research intended for analyzing the influence of priority factor to TAC . Quantitative description method is a method which is used in this research. The objects of the research are Executive, Business, and Economic class of passenger train in Java. The calculation of TAC based on Regulation of Transport Minister No. 62 in 2013 with the variations in priority factor ( Fp ). It suggested with two ways calculation which oriented on railway travel time. Then, the best Fp is chosen which represented the real condition where the train with higher priority has to pay TAC higher than that of others. The result of this research, with Fp =1 average, TAC for Economic class is 68.00 IDR/GT/km, for Executive class is 30.00 IDR/GT/km, while for Business class is 28.00 IDR/GT/km. There are two ways to calculate Fp . The first way generates Fp = 1.39 for Executive class and gives 42.00 IDR/GT/km for the average TAC , while Fp =1.21 for Business class and generates 34.00 IDR/GT/km for average TAC . The second way generates Fp =3.00 for Executive class and it gives 91.00 IDR/GT/km while for Business class it generates Fp =2.00 and it gives 56.00 IDR/GT/km. the calculation of TAC with second way is more represents the real condition, where Executive class has higher priority and speed than the other classes, so it also has to pay higher TAC .


INTRODUCTION
In general, transportation is the act of moving item or human from one location to another.Various transportation modes could be chosen to reach the destination location, such as private vehicle (motorcycle or car), bus, or railway train.Railway train is one of the available transportation modes in Indonesia, in Java and Sumatera, which is used to transport passenger and freight.The railway is the mode transportation that has separate lane so it could avert from the traffic jam and has higher speed than car or bus, thus making the travel time shorter.Railway has a higher transport capacity and a cleaner type of transportation when compared with other land transportation.The matter that exists in people is whether the tariff that charged to the passenger is proportional with the given service.As for sure, each railway services have different service level, as in time of the travel and also the comfort inside the train.
The Indonesian Railways (PT.KAI) as the organizer of railway system also become burdened with the responsibility of conducting maintenance and operation, as well as promoting the passenger train and freight train.The type of service that the PT.KAI offer for passenger train is Argo subclass, Executive class, Business class, Economy class with AC, Economy class (no AC), local train and commuter line.As for freight train, the services offered are general cargo train (Parcel and Parcel ONS), special cargo train (logistic train, container train, petroleum train, Java coal train, cement train, fertilizer train, clinker train, pulp train, CPO train), and Babaranjang train (coal train with long coach series).2012), the aforementioned fee is the Track Access Charge (TAC).Furthermore, TAC or railway infrastructure utilization fee is the fee that required to be paid by railway system organizer for using the railway infrastructure that operated by the railway infrastructure organizer (Regulation of Ministry of Transportation, 2013).The calculation of TAC required to be paid by PT.KAI is explained in Regulation of Transport Minister Number 62 The year 2013, also explained the IMO (Infrastructure Maintenance and Operation) calculation that the government needs to provide as the railway infrastructure organization to PT. KAI.IMO is the fund that PT.KAI gets from state for having cared and operated the infrastructure such as rail, signal system, telecommunication equipment, and electricity system, which are state property (Presidential Decree, 2012).The number of TAC should not exceed IMO, for it would make the railway tariff more expensive and unaffordable to the people; also would turn into the people losing interest to choose railway, which means a decline for railway system.
The policy on TAC pricing scale needs to be thought as thorough as possible, in order to make the railway could compete with another transportation mode.For example, private vehicle is not required to pay road utilization fee, yet on the contrary, railway as a mass transportation mode is burdened with high infrastructure utilization fee.The calculation of IMO and TAC are helpful to calculate the scale of PSO (Public Service Obligation) or subsidy the government will give as the railway infrastructure organizer to PT. KAI.This regulation will then simplify the regulation making for Railway Multi-operator (Indonesian Republic, 2007).
As mentioned earlier, railway has several different services type, which each type has different priority and will also result in different service level, including the travel time.The factor priority for entire railway was equated (Fp=1), with the consideration that the maintenance cost presently incurred is equal for all service types (Regulation of Ministry of Transportation, 2013).Because each railway service types would give different burden to railway infrastructure and different service class, then the calculation for factor priority of each railway service types was conducted, whereas the result could be used to improve the calculation of TAC scale.Therefore this research was conducted in order to discover the factor priority value of railway infrastructure utilization to TAC scale for different types of railway service.

METHODOLOGY AND ANALYSIS
The research method used was quantitative descriptive research method, because the data available was in form of numbers, data analysis was conducted after the data were collected, and have deductive nature.The main purpose of this methodology is to explain an issue, yet generated a generalization.The measured part in this research is actually a small portion of the population, also known as "data".Data is factual example from reality that could be predicted to reality level by applying certain quantitative method.
To investigate the effect of infrastructure utilization priority factor to TAC scale, then the calculation was done to several types of railway service.The calculation was not conducted to the entire railway in Indonesia, but only on the Executive railway, Business railway, and Economy railway.These three railway service types were calculated based on formula (Regulation of Ministry of Transportation, 2013), whereas it was set to be valued 1 (one) using the assumption that the maintenance cost presently incurred is equal for all service types.For the entire railway service types, it was one (Fp=1).The infrastructure utilization priority factor (Fp) was calculated based on the priority level that covers service class and/or load weight (Regulation of Ministry of Transportation, 2013).Second calculation was to compare the Fp value of each railway service, and then compared the result with the first calculation.The calculation formula of TAC (Regulation of Ministry of Transportation, 2013) is as follows: where TACDaop/Divre is ratio between usage budget of infrastructure and GTKM for each Daop/Divre (IDR/GT-KM), IMDaop/Divre is ratio between maintenance budget of infrastructure and GTKM for each Daop/Divre (IDR/GT-KM), IODaop/Divre is ratio between operational budget of infrastructure and GTKM for each Daop/Divre (IDR/GT-KM).
Results of basic TAC (Table 1) was used to TACKA calculation, by using formula as in equation 5.The tonnage each railway (GTKA) was obtained by adding up the entire railway and locomotive in one stamformation or train series.Other data needed to get TACKA value was the mileage of each Operation Area, whereas each train has different mileage on its Operation Area which based on each relation.Table 2 shows the calculation result of TACtotal for each railway service types that was calculated according to Equation 4, with Fp value in Equation 5 is 1.The TAC (IDR/GT/km) for each railway is the cost that operator must spend because of the infrastructure utilization for each tonnage and passing track.From the calculation result, the average TAC for Executive class railway is IDR 30.00 for every GT/km, as for average TAC for Business class railway is IDR 28.00 for every GT/KM, and average TAC for Economy class railway for every GT/KM is IDR 68.00 (Table 3).With service priority factor value that was equated for all the railway service type (Fp=1), TAC on Economy railway became higher than Business and Executive class.However, the speed of Executive and Business railways was higher, this means the destructive force on the infrastructure it passes is larger, and which it supposed to be given a higher TAC.Every railway services have different characteristic, but the TAC calculation explained that the infrastructure utilization priority factor on each railway is one or be equated.This condition has not represented the existing difference on each railway service, so then it needs a different infrastructure utilization priority factor for each railway service (Fp≠1).
Other data that was needed in the calculation of the TAC with infrastructure utilization priority factor that isn't equal one are the total railway travel time, running time, and also stay time.The travel time, track length, and train schedule also could be discovered from Railway Travel Graph 2013.
Service factor is the infrastructure utilization priority factor (Fp) that was included in the calculation, in order to give certain priority to each railway based on its service type.Every railway service type gives different service, thus it needs a value that could differ each service, which later could affect the infrastructure utilization cost, or also known as TAC (Mayang, 2014).
Priority factor is a function of f1 and f2 (Equation 6), in which Fp resulted from the multiplication of f1 and f2 (Equation 7).The f1 value was the average of all f1 for each railway service type (Equation 8).The f1 KA value was resulted from comparing travel time of each railway service type, based on the same distance (Equation 9).The calculation of f2KA (Equation 10) was the comparison of railway's stay time with running time.The f2 value was the average of all f2 for each railway service type (Equation 11).
where ST is staying time (minutes), RT is railway running time (minutes), t is time travel with same distance (minutes), d is travel distance (km).
Value standardization on service factor (Fp) was used to give reference to service factor value that was resulted from calculations of each railway service type, so that comparison could be conducted between service factor of each different railway service system, which then would be used for calculation of infrastructure utilization cost (TAC).The method of the service factor value standardization was with making a reference by assigning service factor value of one (Fp=1) to one type of railway service, which was the Economy class railway service.
Economy class railway service became the standard because of the basic level of service it has.With consideration that the travel time of Argo railway, Executive railway, Business railway and Economy (with AC) railway would be shorter than the Economy (no AC) railway; therefore the Fp value of Executive railway, Business railway, and Economy (with AC) railway would be higher than the Economy (no AC) railway.The standardization method on each railway service type could be seen in Equation 12.
Where fi is value of f1 or f2, feconomy is value of f1 or f2 for economic railway, fx value of f1 or f2 for argo, executive, business, and AC economic railway.
The result of calculation of infrastructure utilization priority factor with standardization of each railway service types is shown in Table 4 and Table 5.In the Fp calculation, there were two alternatives for the calculation; the Alternative 1 is by using f1 value alone, while in Alternative 2 both f1 and f2 was used.From Table 6, it could be seen that the TAC of Economy class railway is still higher than the Executive or Business class railway.As mentioned before on the TAC calculation of Fp=1 (Regulation of Ministry of Transportation, 2013), this condition is not compatible with the actual reality on the field, wherein railway with higher speed and priority is the one who should pay higher TAC.Therefore, f2 need to be included as the second alternative in the Fp calculation.
The Fp calculation with Alternative 2 was by multiplying f1 value, which already standardized on each railway service types; the result which could be seen in Table 6.The f2 was included in the Fp calculation because not all railway service types was considered, or it could be said that the f1 is a generalized calculation and does not cover the entire railway service types, such as Economy (with AC) class or the local railway, therefore another factor is needed, ones that cover the entire railway service types.
From Table 7, it could be seen that the really high Fp value on Executive railway was caused by its f2 value that was higher than the f2 value of Business railway and Economy railway.The amount of stay time in Economy railway was used as reference for the f2 value calculation, in which the Economy railway has longer stay time in every station, and more frequency of stopping; therefore the f2 value was much higher for Executive railway.This could explain that the maximum Fp value of Executive railway could reach 6, which means that it has flexibility in its application.The Fp value equal 6 could not be applied directly, but gradually.The higher Fp value is, the higher TAC would be, therefore in the application the ability to pay and willingness to pay of the people should be concerned.In the present time, from the calculation result of Fp value of Business railway and Economy railway, it could generate the Executive railway Fp value of 3.00, and this could gradually increase until it reaches the value appropriate the initial calculation (Table 7).Therefore, it resulted in the recommended new Fp value for each railway service type, as could be seen in Table 8.After the new Fp value was acquired, the next step is to carry out the TAC calculation for each railway.The Fp was inserted into the TAC calculation based on Alternative 2, which is Fp resulted from multiplication of f1 and f2.Average TAC for each GT/km on Executive railway became IDR 91.00, whereas TAC of Business railway was IDR 56.00 for each GT/km, and TAC of Economy railway was IDR 68.00 for each GT/km (Table 9).From Table 10, it could be seen that the TAC on Executive railway became higher, compared to TAC on Business Railway and Economy Railway, after the influence of Fp with Alternative 2 in the Fp calculation, whereas Fp was the result of multiplying f1 with f2.This result could represent better the real condition on the field, in which the main priority does give to the Executive railway; therefore the calculation of TAC was more precise with formula (Regulation of Ministry of Transportation, 2013) with Fp influence from Fp calculation on Alternative 2. The variation in Fp value affected the TAC value for each railway service types.For Executive railway, average TAC per GT/km was IDR 30.00 with Fp=1, and increased to IDR 42.00 per GT/km with influence from Fp Alternative 1, then increased again to IDR 91.00 after influence from Fp Alternative 2. For Business railway, the number was IDR 28.00 per GT/km before Fp influence, then increased to IDR 34.00 with influence from Fp Alternative 1 and IDR 56.00 after influence from Fp Alternative 2. Whereas for Economy railway that became their reference in Fp value standardization, the Fp value did not change, which was 1.00; and the TAC value for every GT/km was IDR 68.00.
As the Fp value increases, the TAC that PT.KAI have to pay to the railway infrastructure organizer also became higher.The TAC calculation with Fp Alternative 2 has resulted in higher TAC on Executive railway, and this is considered to be quite fair, as the high speed of Executive railway inflict larger damage on the infrastructure, which they made the utilization cost or TAC spent must be higher than for the other railway passenger.This result could represent better the real condition in the field, in which the main priority gives to the Executive railway, which made the Executive railway's travel time is shorter than another railway passenger.
Every railway system organizer that uses railway infrastructure is required to pay utilization cost to the Railway Infrastructure Organizer Business Entity based on Presidential Decree About Obligations of Public Service And Pioneer Transport Subsidies, Railway Infrastructure Usage Fees as State Property, and Maintenance and Operation of Railway Infrastructure Owned by State (Presidential Decree,

Table 1 .
TAC value of each Operation Area

Table 2 .
Comparison on TAC per year with Fp=1 on Executive class, Business class, and Economy class Railways

Table 4 .
Calculation Result of f1 value

Table 7 .
Infrastructure utilization priority factor value (Fp) for each railway service type

Table 8
TAC for Business railway for a year is IDR 46,878,442,090,00, while the TAC for Economy railway did not change, for it became the reference in the standardization.As for Alternative 2, the Fp value for the Executive railway was 3.00; and for Business railway was 2.00.With the Fp calculation in Alternative 2, TAC for Executive railway in one year is IDR 212,578,279,684 and TAC for Business railway in one year isIDR 77,485,028,248.