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Indonesia Freight Decarbonization - Coggle Diagram
Indonesia
Freight Decarbonization
Road freight current conditions
in Indonesia
Energy demand (heavy trucks)
40% total energy consumption
in road transport (IEA, 2022)
how much in liters/joule?
Data Statista: all transport 448.53 MBOE in 2023
Fuel type (IEA, 2022)
30% biofuels
70% diesel
Grown 60% over the past decade (IEA, 2022)
Expanding industrial, commercial, and agricultural creates
rising transport demands
CO2 emissions
50 MtCO2/year, around 50% of all
CO2 emissions from Indonesia's transport (IEA, 2022)
Share of overall emissions is set to increase
as passenger cars become increasingly decarbonized
through electrification
44 MtCO2 or 27.4% of all Indonesia's transportation GHG emission in 2023 (IESR, 2024)
By 2030, carbon emissions of domestic freight transport on Java
might reach 17.36 MTonne if no measures are taken (GIZ, 2021)
Economic contribution of all transport
(BPS, 2020)
5.6% of Indonesia's GDP
Road 2.47%
Rail 0.08% (dominated by coal transport)
Employs 5-6 million people
Logistics cost
Share
1.74% modal share for rail freight on Java in 2020 (GIZ, 2021)
RIPNAS 2018: target rail modal share to reach 11-13% in 2030
How to decarbonize?
Short- to medium-term
Efficiency and CO2 emission standards
Low carbon fuels
BBG (Bahan Bakar Gas)
BBM Euro 4
Sustainable fuels (biofuels)
Medium- to long-term
Shift to rail freight
Barriers (GIZ, 2021)
Lack of prioritization for the development
compared to passenger rail
High transport cost, especially for
short distance (less than 350 km)
Track Access Charge (TAC), around 35% of
the total transport cost
10% of Value Added Tax (VAT)
Fuel subsidy for road transport
No integrated tariff for intermodal services
Geographical pattern of Java, transport distance
is too short for rail transport (unless Jakarta-Surabaya)
Extra cost for cargo loading and unloading
Lack of market competition (only KAI as operator)
Long intermodal transit time
Transit time from industrial sites to rail terminal
as rail terminals haven't covered remote areas
Waiting time at the train terminal
Train frequency
Limited number of handling equipment
for loading/unloading process
Extra time for cargo loading and unloading
Poor service quality for intermodal transport
Low service frequency
(limited time window, i.e. at night)
Inefficiency in cargo loading, terminals don't have
tools to transload containers from truck to train
Weak connectivity between seaports and terminals
Safety risk for intermodal transport chains
Lack of policy and institutional support
Two ways to do it
Expanding railway network
Improvement of existing network
capacity and access
Relevant stakeholders
Current condition
Modal split: more than 90% road freight
(RIPNAS, 2018)
Regional distribution of rail freight transport:
2/3 in Sumatra and 1/3 in Java (Kemenhub, 2018)
Rail condition on Java Island
Length West-East: 3783 km
Jakarta-Surabaya 720 km
North Lines and South Lines
Could be extended to connect the big ports
(Tanjung Priok, Tanjung Emas, Tanjung Perak)
Electrification
Barriers
Energy density of batteries as big and heavy batteries
means reduced cargo space
In 2023, energy density reach 500 Wh/kg mark (RMI, 2023)
From 2010 to 2023, the cost of lithium-ion battery cells
dropped to USD 100/kWh (RMI, 2023)
Charging infrastructure
Expensive investment to buy and use BEVs and FCEVs
Hydrogen and
hydrogen-derived fuels
Road freight
current conditions globally
Share
9% of global vehicle stock
(IRENA, 2024)
CO2 emissions
25% of all transport, around
1.8 Gt in 2022
(IEA, 2023)
2050 projection (IEA, 2023):
emit emission of 2.3 to 3 Gt of CO2