Road Concession Research Articles

Service-Based Periodic Payment Provided/PBBL by the Government of Indonesia to Bayung Lencir – Tempino – Simpang Ness Toll Road

In 2020, PT Hutama Karya (Persero), a state-owned enterprise mandated by the government to build the Trans Sumatra Toll Road, appointed a private consultant to conduct a feasibility study and for the proposed construction of the Betung – Tempino – Jambi Toll Road. However, due to the low traffic volume in the Jambi Province, the toll road was deemed financially not feasible to be developed. Given the substantial costs required for the development of the Betung – Tempino – Jambi Toll Road, this toll road segment was divided into several sections. Betung – Tempino – Jambi Toll Road is a segment of the primary route of the Trans Sumatra Toll Road, Phase 2, which spans 171 kilometers across the provinces of South Sumatra and Jambi. Bayung Lencir – Tempino – Simpang Ness Toll Road, which stretches 52 kilometers, is a part of the Betung – Tempino – Jambi Toll Road prioritized for construction and operation. According to Presidential Regulation of the Republic of Indonesia Number 131 of 2022, a funding scheme known as Service-Based Periodic Payments/Pembayaran Berkala Berbasis Layanan (PBBL) shall be provided to PT Hutama Karya (Persero) to enhance the financial feasibility and to ensure the funding, technical planning, construction execution, operation, and maintenance of the toll road. This study will analyze and evaluate the financial feasibility of the Bayung Lencir – Tempino – Simpang Ness Toll Road before and after the implementation of PBBL provided to PT Hutama Karya (Persero) during the estimated duration of toll road concession for 50 years. The duration of the PBBL granted by the Government of Indonesia to PT Hutama Karya (Persero) is 15 years, with an annual payment of 880 billion Rupiah. Based on the financial feasibility analysis without PBBL, the results indicate a negative NPV, an IRR lower than the Weighted Average Cost of Capital (WACC), a Discounted Payback Period exceeding the toll road concession period, and a Profitability Index below 1, indicating that the project is not yet financially viable. On the other hand, the financial feasibility analysis after PBBL implementation shows a positive NPV, an IRR greater than WACC, a Discounted Payback Period within the toll road concession period, and a Profitability Index above 1, indicating that the project is financially feasible. Therefore, PT Hutama Karya (Persero) shall develop the Bayung Lencir – Tempino – Simpang Ness Toll Road with PBBL scheme that contributed by the Government.

Road concessions: Evidence of the effects of improving the transport infrastructure on economic development in Brazil

This study uses quasi-random variation in the implementation of the Federal Highway Concession Program in Brazil to examine the impact of improved access on regional economic development. The survey analyzed data from municipalities between 2007 and 2017, employing the difference-in-differences methodology with staggered adoption. The results suggest that the program contributed to a reduction in the number of fatal accidents and an increase in tax collection for municipalities crossed by the road concessions. However, the results for GDP and GDP of the services sector varied in terms of the initial year of concession, the accumulated concession time, and the calendar year. Locations that spent more time in the concessions had a positive return on GDP, while the effect of participation in the program on GDP was negative for groups treated later. The conclusions of this study have important practical implications for managers seeking to implement, expand or refine road concession policies.

Jaminan Kredit Pada Perjanjian Kredit Sindikasi

Credit Guarantee in the Syndicated Bank Credit Agreement is the most important guarantee in the Syndicated Credit Agreement which is the main discussion in this Legal Writing. The method that the author uses in this legal research is normative juridical, where the documents used as guidelines in the preparation are primary legal documents and secondary legal documents. The Credit Guarantee in the Syndicated Credit Agreement that I will use is a credit guarantee with concession rights which includes toll road concession revenues, escrow accounts, and insurance claims. The Credit Guarantee is important to cover or guarantee the Creditors in the Syndicated Bank in the event of a default or bad credit or default from the Debtor. Collateral as regulated in Law number 7 of 1992 concerning Banking as amended by Law number 10 of 1998 concerning Amendments to Law number 7 of 1992 concerning Banking, guarantee is defined as "faith in faith and ability and ability of the customer or debtor to pay off the debt or return the financing as agreed. Credit guarantees (debts) as regulated in article 1131 of the Civil Code are "all objects of the debtor, both movable and immovable, both existing and those that will exist in the future, become dependents for all individual engagements". The credit guarantee that will be discussed in this legal writing is the credit guarantee in the Syndicate Credit Agreement or syndicate loan in the form of concessions. Concession is the granting of rights, permits, or land by the Government, companies, individuals, or other legal entities. The granting of concession rights is generally applied to the development of partnerships between the government and the private sector. Syndicated credit is one of the types of credit, but the difference in Syndicated Loans is related to the number of creditors. In the Syndicated Credit Agreement, the creditor is more than one creditor. The discussion of Syndicated Credit Guarantee that will be discussed in this legal writing is the Credit Guarantee in the Syndicated Credit Agreement between PT. JJP with PT. BNI Bank, PT. Bank Mandiri, PT. Bank BRI and PT. Bank BPD Central Java in terms of the construction of the Semarang Toll Road. The object of the Credit Guarantee in the Syndicated Credit Agreement in the form of Concession Rights which is not a fiduciary or mortgage must be made in the agreement related to the risks that will occur as a result of the syndicated credit agreement, especially on the guarantee so that no party is harmed from the syndicated credit agreement and development can run smoothly. In this regard, the Government should always be innovative towards legal regulations in line with development progress so that they do not become legal problems in the future.

Using a Discrete-Event Simulation Model for Evaluating the Operational Performance of Toll Plazas

Toll plazas are commonly described as a potential bottleneck due to the collection process at specific points on the highway. In a highway concession model, tolls are used to cover the majority of infrastructure costs. However, not all existing road concessions have toll plaza–related key performance indicators (KPIs), resulting in less efficient operations for transport managers and road users. To address this issue, this paper presents a discrete-event simulation (DES) model for policy analysis and the model for the planning, management, and evaluation of toll plazas using an extensible simulation package with animation capabilities, built by selecting modules that contain process features. The DES describes situations in which entities (vehicles) arrive, wait in the queue (if necessary), and then are attended to before leaving the system, either directly or indirectly. As a result, the simulation is based on discrete events (arrivals and departures) and statistical process data. This paper examines data from Brazil’s first public–private partnership (PPP) project in the area of road infrastructure and analyzes the toll plaza in Itaúna/MG using a case study methodology. The DES model was used in this case study, and the results show that the toll plaza was in good operating condition during the peak hour analyzed because the vehicular flow was lower than the system capacity. The willingness to pay the toll rate through the concept of open road tolling or a free-flow system, on the other hand, would provide significant benefits to road users because it would significantly reduce the time it takes to cross the toll plaza. The developed DES model assists toll plaza managers in making decisions while keeping in mind the need to comply with the operational efficiency measures agreed upon in the concession contracts.

Peer to peer (P2P) and cloud computing on infrastructure as a service (IaaS) performance analysis

The resources of information technology and the availability of services on non-cloud network systems are limited. This constitutes problems for companies, especially in the efficient management of information technology. The high investment in infrastructure procurement is an obstacle in building centralized systems, including the adoption of cloud computing through Infrastructure as a Service (IaaS), as an elective solution. This research aims to analyze the performance of cloud servers on IaaS services using the parameters of cloud service availability, resource utilization, and throughput transfer which were implemented in companies engaged in the toll road concession sector. Furthermore, the results are expected to be a reference in supporting company decisions/policies related to cloud system adoption. The methodology involved the Network Development Life Cycle (NDLC), a system constituted by 6 (six) stages of management, namely user, proxy server, database, web service, monitoring service, and Remote Desktop Protocol (RDP). The results of cloud service availability indicate that the cloud system provides service availability (system interface, broad network access, and resource pooling). Furthermore, cloud systems have a significant performance on resource utilization (CPU) and throughput transfer parameters, while non-cloud systems only excel in response time and resource utilization (Memory) parameters. The overall result analysis based on this research scenario showed that the cloud system provides services according to user needs and has a better speed in data transmission, but has shortcomings in response time.

Recommendations for Land Value of Non-Cash State Capital Participation (PMN) for Optimal Property Development in Plaju Assets, Palembang

Through Presidential Decree No. 117 of 2015, PT Hutama Karya (Persero) received an assignment from the government to build and manage the Trans Sumatra Toll Road concession. This situation has made the company form which was previously a Construction Services company, into a Construction and Toll Road Management company. To provide this project, both cash and non-cash funding are needed. Through Non-Cash PMN, the company gets capital in the form of land to be developed so that it becomes additional working capital for the company to develop the Trans Sumatra Toll Road. In the context of utilizing Non-Cash PMN, it is necessary to analyze the highest & best use of the given land, as well as determine the best form of development that can be carried out on the land. Based on these things, the company seeks to conduct financial analysis and feasibility studies of the non-cash PMN asset utilization project that has been obtained. The process of financial analysis and feasibility studies were carried out using Discounted Cash Flow (DCF) and Capital Budgeting Analysis in determining investment decisions for this project. Based on the results of the analysis and feasibility study, will determine the value of the land in accordance with the needs of PT Hutama Karya (Persero) to the Government, so that the Non-Cash PMN assets can provide added value for the company. Based on the projections, the real estate development scheme gives better results than ready to build area scheme. To achieve the minimum investment requirement of the company, HK will propose a value of Rp 73.775 per m2 and a maximum of Rp 113.500 per m2.

The Effect of Key Indicators on the Operation Costs for Public Toll Roads

At the end of the build-operate-transfer road concession period, an optimal model for the operation of public toll roads is created based on user heterogeneity regarding the values of time for different road users. The impact of user heterogeneity on operation costs for government and private firms is subsequently analyzed on the following critical variables: user values of time, road volume/capacity ratio, and road capacity. Concerning the values of time for different road users, the mean residual and failure functions are established to describe three optimization hypotheses: maximization of social welfare with operation by the government, two extreme cases with operation by a private firm, and a Pareto-optimal solution with operation by a private firm. It is concluded that the mean residual values of the time function are a linear function of the user values of time under a Pareto-optimal operation by the government. It is also determined that private profit is related to the demand-related operational cost of the government and private firm under a Pareto-optimal operation by a private firm. These conclusions suggest relevant recommendations for the government on policymaking for the operation of public toll roads.

Impact of alternative concession models on the economic efficiency of road concessions

Throughout the world the development and management of road projects have increasingly involved the private sector under public-private partnerships and concession arrangements. The main reasons are two-fold: increasing the ability to finance road development and increase the efficiency in road operation and management. These models can be structured on two main types of concessions: availability or real tolls. However, there is little evidence on the effects that choosing one or the other has on road efficiency. The goal of this research is to assess if the contract type influences the economic efficiency of the concession and which type of contract leads to higher and lower efficiency. We have used a data set of 23 road concessions in Portugal, and economic and operational data from 2004 to 2016. Our approach also controls for other exogenous factors, such as economic, social or political. Overall, the results show that availability contracts are less efficient, which provides a valuable lesson for academics and practitioners involved in the study and development of road concessions.

Regulatory Framework of Concession Contracts and Effectiveness of Public-Private Partnerships in Providing Road Infrastructure

ABSTRACT Despite reforms seeking greater governance over provision of public goods, difficulties in ensuring accountability in hybrid schemes persist. This study investigates the relationship between the regulatory framework and the effectiveness of road concessions in four Latin American countries – Colombia, Chile, Mexico, and Peru – to find a governance mechanism that explains variability of performance results. The study was based on evidence from a nested design containing a quantitative analysis of 77 highway concessions from the 4 countries using a comparative-institutional approach and in-depth tracing 2 case studies using original qualitative data. Findings have important implications for institutional innovations in public administration.

The Certainty of Return on Investment in the Toll Road Concession Agreement Due to the Replacement of Land Procurement for Toll Road by Using the Bailouts Fund of Toll Road Business Entities

This study has purpose to determine the certainty of return on investment in the toll road concession agreements due to the replacement of land procurement for toll road by using the bailout funds of toll road business entities. This study was conducted by using a normative legal research with a comparative approach. The data used in this study were secondary data. The data collection technique in this study was done through literature study. The data were analyzed by using deductive legal material analysis techniques. From the results of the research and studies, it was found that the use of bailouts fund from the toll road business entities was ineffective and there were still some obstacles in its implementation.

Highway concessions and road safety:Evidence from Brazil

Reducing road fatalities is a key policy goal in several countries and there is a vast literature on what factors affect road safety performance. Nonetheless, there is limited evidence on whether highway concessions and Public Private Partnerships (PPP) can bring road safety benefits, despite the growing number of countries adopting this type of policy to finance and manage road infrastructure. In this paper, we use a difference-in-differences approach to examine the causal effect of highway concessions on road safety outcomes using daily data from Brazilian Federal highways over 11 years between 2007 and 2017. We exploit the transition from public to private management in some but not all Brazilian states to provide both within- and between-states comparison. We find that concessions promote a small but significant reduction in the number and fatality of road crashes as well as and the number of people and vehicles involved in crashes. Between 2007 and 2017, procured roads had on average 16 fewer deaths then publicly managed highways for every 1000 crashes each year. These road safety benefits only become statistically significant a few years after a concession implementation, but they are marginally larger for every additional year of concession. Finally, our results suggest that including safety-based incentives in concession contracts can substantially improve road safety performance. The findings of the paper have important implications for the social and economic evaluation of road concessions and for road infrastructure policy more broadly.

On the design of optimal auctions for road concessions: Firm selection, government payments, toll and capacity schedules with imperfect information

We consider firms with privately-known production efficiencies, captured in their cost structure, bidding for a road concession agreement with a government seeking to maximize the expected public welfare generated by the project. The setting is motivated by the increasing trend in road privatization around the world, and the need to design auctions leading to efficient outcomes: firm selection, government payments, toll and capacity schedules, which determine public welfare and firm profits.In this paper, we characterize optimal direct revelation mechanisms for cases with and without restrictions on government payments. Because, in practice, it may be difficult or unappealing for firms to reveal their cost structure, we derive a scoring function that allows for the implementation of the optimal mechanism as a first-score auction where bids consist of toll, capacity, and government payment levels. The function accounts for distortions stemming from firms’ incentives to exploit their private information. We use the results to benchmark the performance of simple, but sub-optimal mechanisms: (i) predetermined toll and capacity bidding, (ii) auctions where the public welfare function is used to score bids, and (iii) a demand pricing mechanism aimed at maximizing patronage.

Toll road maintenance towards minimum service standard

Start at present, investment in toll road construction is conventional investment in the form of investment within a certain period of time to obtain profits from the results of capital loans/financing obtained from toll revenues during toll road operation during the concession period by the BUJT. This means that BUJT has full authority over the implementation of road maintenance at the location of its concession. Hence toll road concessions have the obligation to maintain toll roads in accordance with minimum service standards using the company’s toll road revenues. Thus, each BUJT has their own maintenance policy. Therefore, the management of toll roads that are managed on a concession basis can lead to differences in road damage management programs in each BUJT concession. This research assesses the road maintenance program planning on BUJT toll road concession holders to see the effectiveness BUJT in carrying out road maintenance regarding of the fulfillment of SPM. The result shows that the majority of BUJT has regularly carried out efforts to improve road functions, however they have the inadequacy in conduct conditions surveys by using equipment according to the standards. with “Undertake routine efforts throughout the year to maintain road conditions” being the highest mean whereas “Perform visual assessment on foot” has the lowest mean value. Moreover, it can be determine that the road damage frequency data found is with the an “Adverse Opinion” audit findings result that is conducted by BPJT with the most frequent damage and receive an “Adverse Opinion” of an audit result was potholes with mean value of 2.100 and 2,200 that is followed by Guardrail damage with mean value of 2,1667 and 2,200. While the least frequent damage in the toll road was Drainage cross section with mean value of 2.533 and 2,700 and Rutting with mean value of 2.400 and 2,633 subsequently for damage frequency and Adverse Opinion frequency.

Sensitivity Analysis to Determine the Prospect of Tollroad Investment: Case Study Krian-Legundi-Bunder-Manyar Tollroad

PT Waskita Bumi Wira as the Toll Road Business Entity (BUJT) is investing in the Krian-Legundi-Bunder-Manyar Toll road with a viability gap fund (VGF) scheme. In the 2016 Toll Road Concession Agreement (PPJT) between BPJT-BUJT-PII, several acceptable investment variables have been agreed, namely: total investment value = Rp12,224,389,000,000, average daily traffic volume (LHR) = 21,874 vehicle / day, loan interest = 12.5%, toll tariff for group 1 = Rp1,250 / km, internal rate of return on equity (IRRonEquity) = 17.64%, payback period of 14 years and net present value (NPV) = Rp. 3,731,695,000,000. During the construction, there was a design change and a delay in land acquisition, this causes cost overrun. With a concession period of 45 years, inaccurate risk factors in the prediction of traffic volume growth rates, specific and non-specific risk factors and other uncertainties greatly affect the investment prospects. Therefore investment needs to be reviewed before this toll road is divested in 2025 by sharpening the minimum attractive rate of return (MARR) and LHR variables, then comparing them with the initial business plan. The estimated selling price of the divestment is also examined in this study. The investment valuation criteria that will be used in the sensitivity analysis are NPV and IRRonEquity. The approach in determining MARR is the use of MARRpremium = 15.81%. Sensitivity analysis with a deterministic approach is carried out to obtain limits on changes in investment costs, land acquisition costs, LHR traffic, loans (syndicated loans) to NPV in several tariff scenarios. This research shows that the NPV value is very sensitive to changes in investment costs. It is also known that in the toll tariff scenario according to PPJT compensation can be given in one of the conditions: investment costs increase by more than 7%, LHR traffic is less than 75%, or an increase in loans (syndicated loans) of more than 9%. The analysis of the stochastic approach shows that the probability of not exceeding the investment budget revenue limits due to changes of 37.29% to 46.56%.

Road Concessions: Evidence of the Effects of Improving Transport Infrastructure on Economic Development in Brazil

Road Concessions: Evidence of the Effects of Improving Transport Infrastructure on Economic Development in Brazil

Неэффективность дорожных концессий в России: исключение или правило?

It explores the contradiction between the optimistic expectations of public-private partnership (PPP) and the estimated socio-economic unprofitability of road concessions in Russia. It is shown that special national guidelines for assessment of PPP efficiency are not a barrier to the approvement of inappropriate, from a public point of view, investment projects. The official approval of such regulations suggests that the Russian design system is skeptical about the possibility of a compromise between public efficiency and PPP projects. In foreign practice, the regulatory traditional requirements for the positive social effect from the development of toll roads are generally preserved, but the expediency of toll (in comparison with free road) is usually «confirmed» by listing its theoretical advantages. The systematic absence of correct calculations, including the examples in methodological documents, indicates the prevailing skepticism of the decision-making system towards rationale of tolling. The main conclusion of the article is that the theoretical notions of PPP as an effective mechanism and at the same time the limited practical choice of its schemes, with an obligatory direct user tolls, are the reason for the mimicry of the investment design system, which is forced to arrange inefficient solutions for road construction.

Investing in road construction infrastructure projects under public-private partnership in the form of concession

Purpose. To substantiate an approach to road development investment management in Ukraine in compliance with the principle of syncretism and the use of Quality Function Deployment methodology, to improve the methodological approach to calculating the concession fee for brown-field and green-field road concession projects. Methodology. The study used a set of general and special methods of cognition: the Quality Function Deployment (QFD) method, the environmental approach, multimodal analysis, Decoupling Index, Decoupling Factor, logical generalization, quantitative and qualitative comparison, scientific abstraction and systematization. Findings. According to the results of research on interrelation of cost of an investment project and volumes of works by their types, an economic-mathematical model of estimation of need for investments in projects for construction, reconstruction, repair and maintenance of public motor roads is offered. The proposed model, unlike the existing ones, is based on lateral understanding of the clarity of delineation of capital needs by type of road construction, which will provide taking management decisions on investment projects with model and information tools that will help obtain the most realistic assessment of need for capital needed to improve the transport operation condition of motor roads in Ukraine. Originality. The organizational-economic mechanism of management of investment activity of road economy and the estimation of efficiency of co-financing investment projects under programs on construction, reconstruction, repair and maintenance of motor roads is advanced. The diagnostics of efficiency of investment of construction of public motor roads under public-private partnership in the form of concession is improved. Practical value. The results of the study can be used in the activities of road industry of Ukraine for the development and implementation of investment projects under motor road development programs.

PECULIARITIES OF SOCIAL RISK MANAGEMENT IN THE CONDITIONS OF ROAD CONCESSION DEVELOPMENT

The road network is one of the most important branches of the economy, which performs the function of a kind of circulatory system in the complex organism of the country. It not only helps to meet the needs of the economy and the population in transportation, but together with the cities forms a "framework" of the territory, has a significant impact on the dynamism and efficiency of socio-economic development of individual regions and the country as a whole. World experience shows that without a developed transport, automotive network can not create an efficient market economy. Ensuring the development of the road network and improvement their transport and operational condition is a necessary condition for further socio-economic development of the state and society. Unsatisfactory condition of the road network has a negative impact on the social and economic situation of the country, international image and key indicators such as gross domestic product, development of productive forces, state budget revenues, employment, performance of road and other modes of transport and more. The level of financing the road networks for the last 10 years makes 14-34 percent of the minimum necessary need for repair and maintenance of a network of highways defined by scientists. Due to insufficient funding, the pace of implementation of new technologies, machines, mechanisms, modern materials and structures is slow and does not meet current needs. The process of business investment in the road industry in Ukraine in modern conditions is risky due to imperfect legislation, low development of technology, which can be eliminated through the introduction of concession approaches in the development of the industry. The impact of public-private partnership on social risks is considered and ways to minimize them are suggested. Solving the problems of financial support for the repair, reconstruction and maintenance of roads requires the integration of State efforts, regional and local authorities, research and practice of their application, legal framework, as well as financial and material resources in international and Euroregional cooperation . It should be noted that the most problematic in terms of effective provision of transportation by state roads are sections of roads on international transport corridors. On the one hand, the financial and economic capabilities of the state and the region are still insufficient for their reconstruction, and on the other - the postponement of these problems has a negative impact on the national economy and contradicts international trends, prospects for the transport network. The object of the article is the process of applying the concession to improve the financing of costs for repair, reconstruction and maintenance of roads in terms of social risks. The subject of the article is the socio-economic relations between the subjects of the concession and the public. The main purpose of the article is to substantiate the need for the introduction of a road concession, taking into account developed recommendations for social risk management. In accordance with the purpose of the article, the authors set the following goals: - definition and analysis of the conditions of public-private partnership in Ukraine; - identification of the causes and consequences of the development of social risks in terms of road concessions based on the analysis of international experience in the application of tolls on highways; - substantiation of the main directions of social risk management in the conditions of the road concession and formation of the corresponding conclusions. The result of research is the authors' proposed ways to minimize social risks in terms of road concessions.

Construction Performance Analysis in the Project Delivery of Toll Road Concession

Abstract PPP scheme has stimulate increasing the volume of infrastructure development in Indonesia from the period of 2014 and planned until 2025, where the toll road business is carried out by business entities with a concession period. In the PPP scheme, various variables need to be considered, including project cost, project complexity, strong public support, and performance indicators in each phase of toll road concession. The construction phase in the PPP scheme in Indonesia is the responsibility of the business entity regulated in PP No. 43 of 2013. Determination of project delivery on toll road construction projects is a strategy of the business entity to control the performance of the toll road construction project it manages. In the complexity of the variables in PPP, a variable pattern with project delivery is needed to find an effective strategy in achieving good construction performance. The purpose of this study is to identify patterns of achievement of construction performance on variations in project delivery in the toll road PPP scheme. The analytical approach QCA (Qualitative Comparative Analysis) is taken, with 14 BUJT case studies in 4 toll road networks in Indonesia. From the results of the study, two project deliveries, design-bid-build and design & build, were identified, which identified that project delivery variations did not have a strong influence on the performance of toll road construction projects, where other toll road PPP concession, such as business scheme, project management maturity, construction cost, length of road, corporation relation between business entities and contractor contractor's financial scheme, and land acquisition scheme variables which is more powerful. Abstrak Meningkatnya volume pembangunan infrastruktur di Indonesia pada periode 2014 dan direncanakan hingga tahun 2025 didorong dengan skema KPBU, dimana pengusahaan jalan tol dilakukan badan usaha dengan timbal balik suatu masa konsesi. Dalam skema KPBU, berbagai variabel perlu diperhatikan, diantaranya biaya proyek, kompleksitas proyek, dukungan publik yang kuat, hingga indikator kinerja pada setiap fase pengusahaan jalan tol. Fase konstruksi pada skema KPBU di Indonesia, menjadi tanggung jawab badan usaha yang diatur dalam PP No.43 Tahun 2013. Penentuan project delivery pada proyek konstruksi jalan tol menjadi strategi badan usaha mengendalikan kinerja proyek kosntruksi jalan tol yang dikelolanya. Dengan kompleksitas variabel dalam KPBU, diperlukan pola variabel dengan project delivery agar ditemukan strategi yang efektif dalam mencapai kinerja konstruksi yang baik. Tujuan dari penelitian ini adalah mengidentifikasi pola capaian kinerja konstruksi pada variasi project delivery di skema KPBU jalan tol. Pendekatan analisis yang dilakukan adalah QCA (Qualitative Comparative Analysis), dengan 14 studi kasus BUJT di 4 jaringan jalan tol di Indonesia. Dari hasil penelitian, diidentifikasi bahwa variasi project delivery tidak berpengaruh secara kuat terhadap capaian kinerja proyek konstruksi jalan tol. Kinerja konstruksi jalan tol lebih kuat dipengaruhi oleh variabel-variabel pengusahaan KPBU jalan tol lainnya, yaitu skema pengusahaan, maturitas manajemen proyek, biaya konstruksi, panjang jalan, skema finansial kontraktor, hubungan korporasi BUJT-korporasi, dan skema pengadaan tanah.

Structural Impediments to Policy Learning: Lessons from Colombia’s Road Concession Programs

ABSTRACT Although learning is the foundation of improved policymaking, little is known about policy learning in transportation programs. To address this knowledge gap, this article explores how two structural factors – (1) restricted information dissemination through centralized decision-making structures and (2) high senior civil servant turnover – affected policy learning in Colombia’s road concession programs. Using a case-based research design, our analysis indicates that centralized decision-making structures and high senior civil servant turnover impeded policy learning in Colombia’s first three road concession programs. Conversely, the absence of these factors in the fourth program led to policy learning and improved programmatic outcomes.