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Identification of accident-prone locations (blackspots) based on lighting conditions is a crucial step in improving traffic safety, especially on toll roads that have different characteristics between day and night. This study aims to identify and rank blackspots on the Semarang-Solo Toll Road based on day and night conditions, analyze the dominant causal factors of accidents that occur during the day and night periods and develop special mitigation strategies for blackspot management. The methods used include classification of accident times during the day (06:01-18:00) and night (18:01-06:00) based on accident data from 2020-2024 analyzed using the Equivalent Accident Number (EAN) weighting method and Upper Control Limit (UCL) ranking. The results showed that Route A (towards Surabaya) Segment 64 (STA 482+200–483+200) as the daytime location with the highest risk (EAN=142, UCL=24.12) due to driver fatigue and tire failure, while Segment 69 (STA 487+200–488+200) is the most dangerous nighttime location (EAN=154, UCL=26.80) due to anticipation failure and brake malfunction. Route B (towards Jakarta) shows Segment 14 (STA 432+200–433+200) as the highest daytime risk area (EAN=108, UCL=18.29) and Segment 18 (STA 436+200–437+200) as the most dangerous nighttime location due to rear-end collisions caused by fatigue. The study concluded that time-based blackspot analysis showed different crash patterns, with human factors causing 68% of daytime crashes and 95% of nighttime crashes. Recommended mitigations include better lighting and warning systems for nighttime crash hotspots, and provision of rest areas for locations associated with daytime fatigue.

When build–operate–transfer (BOT) roads are transferred back to the government upon the expiry of their contract, they are typically considered to be public roads and are no longer subject to tolls. However, in China, BOT roads, after being transferred to the government, remain tolled by the government in order to maintain efficiency. Therefore, such roads are termed public toll roads (PTRs). During the operational phase of PTRs, ongoing operating costs become a significant financial burden compared to the initial investment made for their construction. Against the backdrop of global carbon emission efforts, this paper studies the operational strategy of PTRs in terms of car emission costs, which constitute a portion of PTRs’ operation costs. This paper explores the operational strategy of PTRs, including whether the government should operate the road independently or outsource their operation to a competent private firm. Our analysis concludes that the operator should manage PTRs for the entire duration of their operation by maintaining self-financing while also accounting for operation costs. In this study, governmental regulations for the cost of carbon emissions are also studied.

Road congestion in Amman City has been increasing yearly, due to the increase in private car ownership and traffic volumes. This study aims to (a) evaluate the toll road’s effects on society and the economy in Amman, Jordan, through a survey questionnaire using statistical software (SPSS), (b) assess the impact of the toll road on reducing congestion and delays using micro-simulation (VISUM), (c) identify the optimal toll price for a selected road using VISUM and (d) validate the simulated models with the optimal revenue. Traffic, geometric, and cost data about the toll technique of two sections on the Airport Highway (from the Ministry of Foreign Affairs to the Madaba Interchange; and from the Madaba Interchange to the Queen Alia International Airport (QAIA) Interchange) were used for simulation purposes. The toll road (across seven different scenarios at different prices) was evaluated for optimal revenue. The survey questionnaire was made based on all scenarios, including the AM peak hour. The operation cost for the toll road was determined based on the Greater Amman Municipality (GAM). The best scenario was determined based on the value of revenue (JOD). The results indicate that higher acceptance is achieved when applying road pricing during the AM peak hour and that users prefer the charging method based on travelled distance (54.02%). Additionally, the total cost of the manual toll collection (MTC) method is 126,935 JOD. Road pricing can reduce traffic delay (or speed up traffic flow) by 4.61 min in the southbound direction and by 9.52 min in the northbound direction. The optimal toll value is 0.25 JOD (34.08%), with revenues of 1089.6 JOD for 2024 and 1122.6 JOD for 2025. Eventually, applying road pricing on the airport road is shown to be effective and economically feasible only when using the manual method.

The purpose of providing toll road infrastructure through Public-Private Partnerships (PPP) is to ensure that the private sector generates sufficient revenue to manage road operations and maintenance effectively. However, in many countries, various practices of PPP have led to budget shortfalls for road operations and maintenance. This situation is often due to escaLating construction costs and lower-than-expected traffic volumes. To address these financial challenges, this study aimed to implement asset commercialization schemes within toll road management. A specific case study was conducted on a section of the Indonesian Trans Sumatra toll road that faced rising construction costs and low traffic volumes. A quantitative approach was applied to assess potential non-toll revenue that could be generated through asset commercialization along toll road corridors. The commercialization opportunities considered included leasing land for advertisements, installing solar power plants, erecting communication towers, and establishing rest area businesses. The identification and analysis of these opportunities were closely tied to the type, quantity, and location of the asset. The results showed that asset commercialization schemes, particularly land leases for advertisements and rest area businesses, had potential to generate substantial revenue. It showed that by fully capitalizing on asset commercialization opportunities along toll road corridors, significant additional income could be generated to support road maintenance funding. The approach developed in this study could be applied to other toll road sections facing revenue deficits and budgetary challenges in maintaining their operations. This study could contribute to the growing body of knowledge on the commercialization of toll road assets.

Rice is considered as the primary staple food that Indonesian people mostly consume on daily basis. The need of rice in Indonesia is always increasing. However, the production of rice in Indonesia has not meet its demand. One of the factors resulting the number of paddy field decreasing is the construction of toll roads. The government of Indonesia has invested intensely in the development of a toll road network. The length of toll road operation has increased from around 750 km in 2014 to over 2,500 km in 2022. The construction encroaching paddy fields and resulting the production of rice decreasing every year. The paper objective is to investigate the implications of toll road investment to the rice market integration by focusing on Java as the central rice-producing region in Indonesia. We used the Vector Error Correction Model (VECM) approach to analyze the long-ranging daily rice price data series. The result of the study found that Cipinang Central Market in Jakarta has not the significant spatial market integration with rice markets in Java. Despite the fact that West Java, East Java, and Central Java with Cipinang Central Market have a major business tie, prices are not increasing. This shows a severe lack of market integration. The phrase “optimal market integration” refers to a more efficient market, especially when it comes to establishing rice market prices.

The high mobility of people requires fast transportation making toll roads as an alternative route to break up congestion and shorten the distance to a place. The availability of toll roads that are passed by many motorized vehicles, causes air pollution. To reduce the impact of air pollution, greenery is needed that can absorb exhaust emissions. In this study, motor vehicle exhaust emissions focus on NO 2 gas. The purpose of this study was to analyze the emission of NO 2 gas pollutants from motor vehicles, the absorption capacity of NO 2 by vegetation, and to plan green lane that can improve the quality of the interchange landscape. The research was conducted at the Boyolali Interchange. The research method used is descriptive-quantitative based on the potential and constraints on the site, as well as analysis of emissions and vegetation that can absorb NO 2 gas pollutants. Based on the results of the analysis, the development of green lane space is divided based on the function of vegetation which includes clear zone, cushion planting, aesthetics, identity, conservation, and guides which it supported with trees, and shrubs. The area of land that has the potential to be developed into green lane is 41,956.3 m2. The volume of vehicles is 66,637 per day with the resulting NO 2 gas emission of 57.797 g. After planning, the emission that can be absorbed by plants is 48,293.50 g. Planned green lane of the Boyolali Interchange can reduce 83,56% of NO 2 gas emissions released by motorized vehicles.

Several reasons underlie the use of Contractor Full Pre-Financed (CPF), which provides a much higher return opportunity than a standard payment contract system or the Monthly Certificate (MC). The case study in this research is one of the toll road construction projects in Indonesia that uses the CPF scheme. This study uses qualitative risk analysis to determine the dominant risk, quantitative risk analysis using the PERT distribution method to measure the impact of adding days due to the dominant risk on the critical path and produce a strategy to reduce the added days value due to risks in toll road projects with the CPF scheme. Strategy development is carried out to reduce the value of inherent risk to become a residual risk. The potential value of additional project completion time due to dominant risk is 30.68%-38.33% of the initial duration of the project. Through the development of strategies for each critical path activity, the potential added value of project completion time due to dominant risk can be reduced to 11.45%-16.73% of the initial project duration.

The pros and cons of developing infrastructure, including transportation infrastructure, in a country known as an agricultural country will certainly involve and possibly sacrifice several parties. The development causes a dilemma for the affected parties. Klaten Regency is one of the areas in Central Java where the Yogyakarta-Solo toll road would be built. This article investigates some farmers affected by toll road construction in Klaten Regency to present the dilemma they felt using an approach to the level of achievement of farmers’ feelings towards this policy. The results of the research show the following achievement levels: (1) farmers felt sad about the land conversion due to the toll road construction project policy, (2) farmers were happy about the land acquisition compensation appraisal, and (3) farmers were sad about the decision to sell the land.

Intercity travel congestion during the main national holidays takes place every year at different places around the world. Charge reduction measurements on existing toll roads have been implemented to promote an efficient use of the expressways and to reduce congestion on the public transit networks. However, some of these policies have had negative effects. A more comprehensive understanding of the determinants of holiday intercity travel patterns is critical for better policymaking. This paper aims to investigate the effectiveness of the road toll discount policy on mode choice behavior for intercity travel. A mixed logit model is developed to model the mode choices of intercity travelers, which is estimated based on survey data about intercity journeys from Beijing during the 2017 Chinese Spring Festival holiday. The policy impact is further discussed by elasticity and scenario simulations. The results indicate that the expressway toll discount does increase the car use and decrease the public transit usage. Given the decreased toll on expressways, the demand tends to shift from car to public transit, in an order of coach, high-speed rail, conventional rail, and airplane. When it comes to its effect on socio-demographic groups, men and lower-income travelers are identified to be more likely to change mode in response to variation of road toll. Finally, policy effectiveness is found to vary for travelers in different travel distance groups. Conclusions provide useful insights on road pricing management.

A hazard prevention symbol is an essential safety communication tool in helping to indicate the various hazards present. The hazard prevention symbol warns against caution, providing needed safety information and instructions. This study aims to determine the understanding of symbols of danger and driving behavior on toll roads, especially the Tangerang-Merak toll road. The sampling method was carried out using a random sampling sample. Safety behavior will be assessed using the Driver Behavior Questionnaire (DBQ). The results obtained by car drivers on toll roads, on average, understand the symbol of hazard communication in horizontal alignment conditions, vertical alignment, and dangerous road warnings. However, many drivers need help understanding the communication hazard symbol on the lane separator construction. Based on the Driver Behavior Questionnaire, sequentially, the deviant behavior of car drivers on the Tangerang-Merak toll road, namely violations, lapses, and errors.