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THE KINGDOM OF THAILAND THE OFFICE OF TRANSPORT AND TRAFFIC POLICY AND PLANNING (OTP) DATA COLLECTION SURVEY ON THE DEVELOPMENT OF BLUEPRINT FOR THE SECOND MASS RAPID TRANSIT MASTER PLAN (M-MAP2) IN THE KINGDOM OF THAILAND FINAL REPORT MARCH 2019 JAPAN INTERNATIONAL COOPERATION AGENCY (JICA) ALMEC CORPORATION ORIENTAL CONSULTANTS GLOBAL CO., LTD. TOKYO METRO CO., LTD. CREATIVE RESEARCH AND PLANNING CO., LTD. 1R JR(P) 19-022 ([FKDQJH5DWH 7+%-3< 86'-3< 86'7+% $YHUDJHRI-)< $SUWR0DU 7+%$YHUDJHRI%DQNRI7KDLODQGUDWH 86'$YHUDJHRI%DQNRI-DSDQUDWH 7$%/(2)&217(176 3DUW, 3URSRVHG%OXHSULQWIRUWKH6HFRQG0DVV5DSLG7UDQVLW0DVWHU3ODQLQ %DQJNRN0HWURSROLWDQ5HJLRQ 00$3 ,QWURGXFWLRQ 6WXG\%DFNJURXQG 6WXG\2EMHFWLYHV 6WXG\$UHD 6WXG\2UJDQL]DWLRQ 6WXG\,PSOHPHQWDWLRQ)UDPHZRUN )XWXUH9LVLRQIRU%DQJNRN0HWURSROLWDQ5HJLRQ 3RVLWLRQRI%DQJNRN0HWURSROLWDQ5HJLRQ *OREDO&RPSHWLWLYHQHVVRI%DQJNRNDVDQ,QWHUQDWLRQDO&LW\ 5HJLRQDO6WUXFWXUH3ODQV *RDORI%053ODQ6XVWDLQDEOH0HWURSROLV/HDGLQJWKH$(& 5HYLHZRI([LVWLQJ0DVV7UDQVLW'HYHORSPHQW3ODQVRI%05 +LVWRU\RI0DVV7UDQVLW0DVWHU3ODQVRI%05 0DVV7UDQVLW0DVWHU3ODQ 0703 &RQFHSWXDO0DVWHU,PSOHPHQWDWLRQ3ODQ &0,3 6WXG\ 8UEDQ5DLO7UDQVSRUWDWLRQ0DVWHU3ODQLQ%DQJNRNDQG6XUURXQGLQJ$UHDV㻌㻌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·V3HUFHSWLRQ6XUYH\ 3ROLF\'LUHFWLRQVIRU0DVV7UDQVLW'HYHORSPHQW 00$3%OXHSULQW 2YHUDOO)UDPHZRUNRIWKH00$3%OXHSULQW .H\3ODQQLQJ&RQGLWLRQV 'LUHFWLRQVRI0DVV7UDQVLW'HYHORSPHQWLQWKH%05 .H\0HDVXUHVWR$OOHYLDWH7UDIILF&RQJHVWLRQVLQWKH&LW\&HQWHU .H\0HDVXUHVWR6WUHQJWKHQ%05·V5DLOZD\1HWZRUN .H\0HDVXUHVWR(QKDQFH$FFHVVLELOLW\WRWKH6WDWLRQV .H\ 0HDVXUHV WR 3URYLGH 9DOXHDGGHG 0DVV 7UDQVLW 6HUYLFHV WR 3URPRWH 3XEOLF 7UDQVSRUW .

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CONTRACT AGREEMENT MRT Blue Line Extension Project Hua
Contract Agreement CA-1 CONTRACT AGREEMENT MRT Blue Line Extension Project Hua Lamphong - Bang Khae and Bang Sue - Tha Phra Sections Contract 4: Elevated Civil Works Tha Phra - Lak Song Section This Contract is made at the Mass Rapid Transit Authority of Thailand, 175 Rama IX Road, Huay Khwang, Bangkok 10320 on 17 day of February B.E. 2554 (A.O. 2011) between: (1) MASS RAPID TRANSIT AUTHORITY OF THAILAND by Mr.Ronnachit Yaemsaard, the MRTA Acting Governor, with office located at 175 Rama IX Road, Huay Khwang, Bangkok 10320, hereinafter referred to as the "MRTA" or the "Employer", as the case may be, of the one part and ; (2) SINO-THAI ENGINEERING AND CONSTRUCTION PUBLIC COMPANY LIMITED a company registered and existing under the laws of Thailand, with head office located at 27th floor, Sino-Thai Tower, 32/59-60, Sukhumvit 21 Road , Klang Toey Nua Sub-District, Wattana District, Bangkok, 10110, Thailand by Mr. Vallop Rungkijvorasathien authorized to sign and bind the company, hereinafter referred to as the "Contractor" of the other part. WHEREAS the Employer is desirous that certain Works should be executed by the Contractor, viz, the construction of Elevated Structure at Tha Phra - Lak Song Section with precast segment box girder viaduct of approximately 10.5 km. in length, elevated approximately 17 meters above existing ground, transition structure, with the construction of 7 elevated stations, architectural works and building services within the stations, and the intermodal transfer facilities (ITF), Depot, Operation and Control Center (OCC), Park & Ride Buildings and other works as defined in the Contract, and has accepted a Tender by the Contractor for execution and completion of such Works and the remedying of any defects therein.
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Bangkok Expressway and Metro Public Company Limited (BEM) FEBRUARY 2021 Business Overview
Bangkok Expressway and Metro Public Company Limited (BEM) FEBRUARY 2021 Business Overview COMMERCIAL ROAD INVESTMENT RAIL DEVELOPMENT Total Expressway Total Rail BL = IBL + BL Ex Infrastructure portfolio SES 38.50 km BL 48 km 38 stations For advertising in Stations & • Owns 99.99% in NECL Sector C+ 32.00 km PPL 23 km 16 stations Trains, Retailing and • Owns 90.52% in BMN SOE 17.06 km Total 71 km 54 stations Telecommunications • Owns 18.47% in TTW Total 87.56 km • Owns 16.64% in CKP BL Ridership PPL to be negotiated with MRTA Traffic Volume Jan 2021 Profit sharing in P&L Jan 2021 151,237 trips/day Expressway Ads on SES Y2019 173 MB 799,583 trips/day Growth -61.95% YoY 9M/2020 - MB Growth -34.30% YoY Avg. 2021 CD Revenue Avg. 2021 151,237 trips/day Y2019 783 MB Cash Dividend Received 799,583 trips/day Growth -61.95% YoY 9M/2020 586 MB Y2019 489 MB Growth -34.30% YoY Growth 4.30% YoY 9M/2020 483 MB BL farebox Tolls Revenue Jan 2021 Jan 2021 4.24 MB/day 17.33 MB/day Growth -60.05% YoY Growth -37.67% YoY Avg. 2021 Avg. 2021 4.24 MB/day 17.33 MB/day Growth -60.05% YoY Growth -37.67% YoY PPL O&M service income Annual Income apx.1,800 - 2,000 MB/year 2 Financial Highlights & Earnings Outlook REVENUE STRUCTURE TOTAL REVENUE As of 9M/2020 Unit: MB SteadyRevenue with Growth 20,404 trong Earnings with Good Dividend 19,087 S Rail : 34% 15,393 13,232 Stable Cash Flow Road : 60% 10,589 Road Gearing for new investment Rail Commercial CD Development : Other 6% 2016 2017 2018 2019 9M/2020 NET PROFIT DPS / EPS NET IBD/E Unit: MB Unit: THB Unit : Times 5,317* 5,435** 1.44 3,123 0.35* 0.36** 1.38 2,606 1.37 1.34 1,482 0.20 1.33 0.17 0.15 0.15 0.11 0.13 0.10 DPS EPS 2016 2017 2018 2019 9M/2020 2016 2017 2018 2019 9M/2020 2016 2017 2018 2019 9M/2020 Remark : * Including non - cash extra item from reclassified the investment in CKP ** Including non - cash extra item from reclassified the investment in TTW 3 Expressway Map Expressway Network Distance (km) Operator 1.
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ESCAP PPP Case Study #1
Public-Private Partnerships Case Study #1 Traffic Demand Risk: The case of Bangkok’s Skytrain (BTS) by Mathieu Verougstraete and Isabelle Enders (March 2014) The following case study examines the issue of traffic demand risk and sheds light on how the problem of inaccurate ridership forecasts can impact a PPP project by using the example of the Bangkok SkyTrain. TRAFFIC DEMAND RISK FIGURE 1 : ACTUAL/FORECAST TRAFFIC Even though literature is rich about theory and practice of traffic forecasting, insufficient attention has been paid to the predicted accuracy of traffic forecasting models and the consequences of occurring errors. Emperical studies suggest however that traffic forecasts in the transport sector are characterized by large errors and considerable optimism bias.1 This statement goes in line with the review conducted on PPP projects financed by the European Investment Bank which states that major issues in road projects BANGKOK BTS: CASE SUMMARY occurred because of traffic performance has been overestimated. Findings disclose that Bangkok covers about 606 square miles 1/2 of toll road projects failed to meet their and is densely populated. By 1990 it was early-year forecasts; often by some margin renowned for its chronic traffic congestion, 2 (errors of 50% - 70%). and over the subsequent decade vehicle ESCAP supports govern- ownership more than doubled. Heavy traffic ments in Asia-Pacific in This pattern of forecasting error and volume which is caused by bus, car and implementing measures systematic optimism-bias is even more motorbike journeys was making Bangkok to efficiently involve marked in the case of toll roads compared the private sector in one of the worst cities in the world in terms infrastructure develop- to toll-free road as illustrated in figure 1, of congestion and air pollution caused by which compares two samples of international ment.
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3 Assessment of Urban Transport Systems in Bangkok
Assessment Urban Transport System: Bangkok, Thailand Siradol Siridhara Mahidol University BLAK Bangkok Metro and Vicinity Population 16.43 million Bkk Population 5.56 million Employment 10.42 million Income 39,459 baht/hh Bangkok Metro and Vicinity 35 million trips per day. ≈ 70% by private vehicles. Average Speeds Morning peak hour 10.7 kph Evening peak hour 14.2 kph Key Players Regulators, Project Owners & Operators Rail Bus Regulators Project Owners Project Operators 3 Current Rail Network Current Network: 5 Lines, 97 Stations, 142.9 km Light Green Line 32 stations 39.5 km Dark Green Line 13 stations 14.7 km Blue Line 26 stations 47.0 km Purple Line 16 stations 23.6 km Airport Rail Link 8 Stations 28.6 km Total 153.4 km Green Blue Purple Red Ridership (approx.) 1500000 trips/day4 Future Rail Network Future Network: Approx. 540 km Light Green Line 55 stations 66.5 km Dark Green Line 20 stations 22.5 km Blue Line 42 stations 55.0 km Purple Line 32 stations 42.8 km Orange Line 30 stations 35.4 km Pink Line 30 stations 36.0 km Yellow Line 23 stations 30.4 km Brown Line 23 stations 21.0 km Gold Line 4 stations 2.7 km Grey 39 stations 26.0 km Light Blue Line 19 stations 30.0 km Light Red Line 55 stations 58.5 km Dark Red Line 20 stations 80.8 km Airport Rail Link 14 Stations 49.5 km Total 504 km 5 Assessment Urban Transport System: Bangkok SUTI01 Extent to Which Transport Plans Cover Public Transport, Intermodal Facilities and Infrastructure for Active Modes MIN SCORE MAX 0 11 16 No Aspects Explanation Score 1 Walking Networks Little attention has been paid to pedestrian network planning, although the awareness of maintenance of walkways and other pedestrian facilities have 2 been raised from the general public.
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Pre-Feasibility Study on Yangon Circular Railway Modernization Project
32mm Republic of the Union of Myanmar Yangon Regional Government PROJECT FOR COMPREHENSIVE URBAN TRANSPORT PLAN OF THE GREATER YANGON (YUTRA) Pre-Feasibility Study on Yangon Circular Railway Modernization Project Final Report January 2015 Japan International Cooperation Agency (JICA) ALMEC Corporation Oriental Consultants Co., Ltd Nippon Koei Co., Ltd EI JR 14-208 The exchange rate used in the report is: US$ 1.00 = MMK 1,000.00 Project for Comprehensive Urban Transport Plan of the Greater Yangon (YUTRA) Pre-Feasibility Study on Yangon Circular Railway Modernization Project FINAL REPORT TABLE OF CONTENTS 1 UPPER PLANNING, COMPREHENSION OF THE CURRENT ISSUE 1.1 CURRENT SITUATION AND ISSUE OF TRANSPORT SECTOR IN THE GREATER YANGON .................. 1-1 1.1.1 GENERAL ............................................................................................................ 1-1 1.1.2 MAIN TRANSPORT COMPONENTS ......................................................................... 1-2 1.1.3 TRANSPORT DEMAND CHARACTERISTICS ............................................................. 1-9 1.2 CURRENT SITUATION AND ISSUE OF RAILWAY SECTOR IN THE GREATER YANGON ...................... 1-11 1.2.1 RAILWAY IN GREATER YANGON ........................................................................... 1-11 1.2.2 CURRENT SITUATION AND ISSUES ........................................................................ 1-13 1.3 COMPREHENSION OF THE CURRENT UPPER PLANNING AND POLICY OF RAILWAY SECTOR IN YANGON REGION ....................................................................................................................
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Why Some Airport-Rail Links Get Built and Others Do Not: the Role of Institutions, Equity and Financing
Why some airport-rail links get built and others do not: the role of institutions, equity and financing by Julia Nickel S.M. in Engineering Systems- Massachusetts Institute of Technology, 2010 Vordiplom in Wirtschaftsingenieurwesen- Universität Karlsruhe, 2007 Submitted to the Department of Political Science in partial fulfillment of the requirements for the degree of Master of Science in Political Science at the MASSACHUSETTS INSTITUTE OF TECHNOLOGY February 2011 © Massachusetts Institute of Technology 2011. All rights reserved. Author . Department of Political Science October 12, 2010 Certified by . Kenneth Oye Associate Professor of Political Science Thesis Supervisor Accepted by . Roger Peterson Arthur and Ruth Sloan Professor of Political Science Chair, Graduate Program Committee 1 Why some airport-rail links get built and others do not: the role of institutions, equity and financing by Julia Nickel Submitted to the Department of Political Science On October 12, 2010, in partial fulfillment of the Requirements for the Degree of Master of Science in Political Science Abstract The thesis seeks to provide an understanding of reasons for different outcomes of airport ground access projects. Five in-depth case studies (Hongkong, Tokyo-Narita, London- Heathrow, Chicago- O’Hare and Paris-Charles de Gaulle) and eight smaller case studies (Kuala Lumpur, Seoul, Shanghai-Pudong, Bangkok, Beijing, Rome- Fiumicino, Istanbul-Atatürk and Munich- Franz Josef Strauss) are conducted. The thesis builds on existing literature that compares airport-rail links by explicitly considering the influence of the institutional environment of an airport on its ground access situation and by paying special attention to recently opened dedicated airport expresses in Asia.
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Charoen Nakhon Thailand
NAVARANG ASSET PRESENT CHAROEN NAKHON THAILAND About Best Health & Culture Restaurants Wellness Heritage CHAROEN Instagramable NAKHON Coffee Culture ATTRACTIONS! And more ... VOL. 01 MAY 2021 01 CHAROEN NAKHON How to get there? From 40 Suvarnabhumi international mins airport From 20 Sukhumvit rd mins (Siam-Asoke) From 5 BTS Krung mins Thon Buri Charoen Nakhon is located along Thailand’s most majestic river “The Chao Praya”. Widely regarded as Bangkok’s most popular trade route and cultural heritage site. From cool art and lifestyle hubs, ‘trendy cafes, and superb street eats to iconic riverside hotels, not to forget the unique shopping districts, life on Charoen Nakhon has never been more attractive. With the new BTS Gold Line on rails, Charoen Nakhon is one of the most desirable neighborhoods of Bangkok. 02 CHAROEN NAKHON About Charoen Nakhon There are few places in the world that make it possible for The riverside neighborhood can visitors to see its urban areas via boat. Charoen Nakhon is a be reached via a handful of BTS charming neighborhood situated in the Thonburi community on stations, or by boat, which is the western banks of the Chao Phraya River. Thonburi was the oftentimes a faster and more capital of Thailand for a short time in 1768, after Ayutthaya authentic way to see the city. was destroyed by the Burmese. After the capital was moved While many tourists who venture across the river, Thonburi became a separate city, but now it is this way come to stay in one of one of many districts that make up the city of Bangkok.
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Thailand MRTA Initial System Project (Blue Line) I–V
Thailand MRTA Initial System Project (Blue Line) I–V External Evaluator: Hiroyasu Otsu, Graduate School of Kyoto University Field Survey: August 2007 – March 2008 1. Project Profile and Japan’s ODA Loan Myミャンマーanmar ラオスLaos Thailandタイ Banバンコクgkok ◎ カンボジアCambodia プロジェクトサイトProject Site Map of the project area Bangkok Subway (MRT Blue Line) 1.1 Background Accompanying the rapid economic development in Bangkok starting in the 1990s, regular traffic congestion and the associated air pollution became evident in the urban area. The Thai government drew up the Bangkok Mass Transit Master Plan (produced by the Office of the Commission for the Management of Road Traffic (OCMRT) and hereinafter referred to as the “master plan”) in 1995 based on the 7th National Economic and Social Development Plan (1992–1996) for the purpose of developing a mass transit network and also for developing a network of ordinary roads and expressways to achieve steady economic growth, together with resolving the above-mentioned traffic congestion and air pollution. Furthermore, the development of the mass transit network proposed in the master plan is also specified in the subsequent 8th National Economic and Social Development Plan (1997–2000), and it is positioned as an extremely important national project in Thailand. The plan for the Bangkok mass transit system, part of the master plan, involves the construction of five lines that will radiate out and join the Bangkok Metropolitan Area (BMA) with the Bangkok Metropolitan Region (BMR)1 together with creating a network 1 The Bangkok Metropolitan Region includes Bangkok, which is a special administrative area, and the surrounding five provinces of Samut Prakan, Pathum Thani, Samut Sakhon, Nakhon Pathom, and Nonthaburi.
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Climate Policies in Transport Sector of Vietnam And
MINISTRY OF TRANSPORT TRANSPORT DEVELOPMENT AND STRATEGY INSTITUTE URBAN PUBLIC TRANSPORT SYSTEM IN VIETNAM Presenter: Le Thi Thanh Nhan (MSc) Energy Efficiency in Emerging Economies Training Week for Southest Asia Jakarta, 16 to 20 July, 2018 Vietnam at a glance Population: 93.5 million people Urban population: 32.3 million people Urbanization rate: 34.5% Urban contribution: 70 - 75% of the GDP Vietnam at a glance • There are 788 urban areas in the whole Viet Nam, including 02 special urban areas (Ha Noi, HCMC) Several figures: 2.9 million automobiles 46 million motorbikes 492 motorbike/1000 population • The competitive index of Vietnam transport infrastructures ranked the 67th of the 138 countries in 2015-2016 period • The urbanization process growths very fast (3.4% per year) resulting in higher and higher traffic demands, and a boom of individual vehicles (i.e. cars, motorbikes) in large urban areas, and severe status of traffic congestion Urban Public Transport in Vietnam Conventional bus BRT Metro River bus Urban Public Transport in Vietnam Conventional bus 61/63 provinces have public bus system with total passenger transported: more than 1 billion/year Structure of bus routes in cities in 2015 Urban Public Transport in Vietnam River bus Operating in Ho Chi Minh City with 01 route 10,8km Metros Under construction in 02 cities are Ha Noi and Ho Chi Minh City MRT system in Hanoi Hanoi: ( Decision 1259/2011/QD-TTg) 8 metro lines with 318 km Line 2A and 3: under construction Line 2A: 13.1 km elevated, 12 stations Line 3: 12.5 km (8.5 km elevated, 4 km underground, 12 stations MRT system in HCMC HCMC: (Decision 568/2013/QD-TTg) 08 metro lines (1, 2, 3a, 3b, 4, 4b, 5, 6) 03 tram lines/1 monorail line (T) 01 elevated rail line (E) MRT Line 1, 2, 5: Under construction BRT system in Hanoi .
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A Stigmatised Dialect
A SOCIOLINGUISTIC INVESTIGATION OF ACEHNESE WITH A FOCUS ON WEST ACEHNESE: A STIGMATISED DIALECT Zulfadli Bachelor of Education (Syiah Kuala University, Banda Aceh, Indonesia) Master of Arts in Applied Linguistics (University of New South Wales, Sydney, Australia) Thesis submitted in total fulfillment of the requirements for the degree of Doctor of Philosophy Department of Linguistics Faculty of Arts University of Adelaide December 2014 ii iii iv v TABLE OF CONTENTS A SOCIOLINGUISTIC INVESTIGATION OF ACEHNESE WITH A FOCUS ON WEST ACEHNESE: A STIGMATISED DIALECT i TABLE OF CONTENTS v LIST OF FIGURES xi LIST OF TABLES xv ABSTRACT xvii DECLARATION xix ACKNOWLEDGMENTS xxi CHAPTER 1 1 1. INTRODUCTION 1 1.1 Preliminary Remarks ........................................................................................... 1 1.2 Acehnese society: Socioeconomic and cultural considerations .......................... 1 1.2.1 Acehnese society .................................................................................. 1 1.2.2 Population and socioeconomic life in Aceh ......................................... 6 1.2.3 Workforce and population in Aceh ...................................................... 7 1.2.4 Social stratification in Aceh ............................................................... 13 1.3 History of Aceh settlement ................................................................................ 16 1.4 Outside linguistic influences on the Acehnese ................................................. 19 1.4.1 The Arabic language..........................................................................
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Urban Rail in Jakarta and Jabodetabek (With Thanks to Fagra Hanif for Supporting Information)
Urban Rail in Jakarta and Jabodetabek (with thanks to Fagra Hanif for supporting information) Context Jakarta and the strategic metropolitan area known as Jabodetabek (Jakarta and the neighbouring municipalities of Bogor, Depok, Tangerang and Bekasi) has a population of 28mil (10mil Jakarta proper). This region has urban rail heritage, with the original suburban rail infrastructure dating from the early 20th century, during the Dutch colonial period (BOS -Batavia Ooster Spoorweg). Following independence, other priorities meant that funding for the network was constrained and this fact, combined with rapid urbanisation, growing prosperity and growth in car ownership, diminished the use and value of urban rail provision whilst also bringing congestion to the ‘over-capacity’ road network. In the late 1970s, the problems caused by underinvestment in the network became evident and since then, a combination of policy changes and increased resources have brought upgrading to the existing suburban network (double tracking, electrification, new rolling stock etc.), some false starts (monorail), and, more latterly, construction of modern ‘metro-type’ lines. With expansion and modernisation there has been much improvement to the urban rail setting in Jakarta and this city/region now has a comprehensive and interesting multi-modal rail footprint with further expansion in construction. Full Metro: Jakarta MRT The first full metro in Indonesia, Jakarta MRT, opened in late March 2019. The line runs from Lebak Bulus (shedding facilities) through the southern suburbs on viaduct to the Blok M shopping area before heading underground after ASEAN and proceeding below Jalan Surdirman and the main commercial area to the busiest station Dukuh Atas (transfer to KRL, Airport Line, TransJakarta BRT and the future LRT).
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Research and Development Agency, Ministry of Transportation
JTTRI INTERNATIONAL SEMINAR RESEARCH AND DEVELOPMENT AGENCY, MINISTRY OF TRANSPORTATION STRATEGIC ROLE OF RESEARCH & DEVELOPMENT AGENCIES MINISTRY OF TRANSPORTATION MID TERM NATIONAL DEVELOPMENT PLAN 2020-2024 MINISTRY OF TRANSPORT’S FOCUSES SMART SAFETY AND INTEGRATION COMPETITION INCLUSIVITY SUSTAINABILITY TECHNOLOGY SECURE To reach the maximal Transport should Technology Inclusivity is The balancing Safety and between Security become utilization, the be the stimulant development to important to economy the main goals of infrastructure should of national ensure the best decrease the competition transport economic development, transport system. be integrated with services and equity and the services and sosiologic environment. public transport gap operation 3 RESEARCH AND DEVELOPMENT AGENCY’S FOCUSES COLLABORATION WITH JAPAN 2019: Research and Development Agency- Civil Aviation Bureau MLIT Japan: “Joint Research in the field of Public Private Partership for Indonesian Airport Infrastructure Development” 2020: a. Research and Development Agency-Civil Aviation Bureau MLIT Japan: “ Joint Research in the field of Smart Airport Design Arrangement for Airports in the New Capital City of Indonesia” b. Research and Development Agency-Chiba University: “Joint Research in the field of Anti Bird Strike Radar Development for Airports” More Collaboration Opportunities: 1. Expert Sharing; 2. Joint research in the field of Land Transport, Railways, Logistics, and Multimode Transport; 3. Research Publication; 4 4. Transport Technology Development. GREATER
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