STUDY ON ECONOMIC PARTNERSHIP PROJECTS
IN DEVELOPING COUNTRIES IN FY2011
STUDY ON THE LARGE-SCALE BRIDGE OVER THE STRAIT
OF SUNDA AND ITS SURROUNDING COMMUNITY
DEVELOPMENT IN THE REPUBLIC OF INDONESIA
FINAL REPORT
February 2012
Prepared for:
The Ministry of Economy, Trade and Industry
Prepared by:
JGC CORPORATION
Value Planning International, Inc.
ORIENTAL CONSULTANTS CO.,LTD.
NIPPON KOEI CO.,LTD.
NIPPON STEEL CORPORATION
Reproduction Prohibited
Preface
This report is a summary of results for the “Survey on Formation of International Yen Loan” which
was consigned as a FY2011 project from the METI (Ministry of Economy, Trade and Industry) to
our five companies (JGC CORPORATION, Value Planning International, Inc., ORIENTAL
CONSULTANTS CO.,Ltd., NIPPON KOEI CO., Ltd., NIPPON STEEL CORPORATION).
This survey, named the “Study on the Large-Scale Bridge over the Strait of Sunda and its
Surronding Community Development in the Republic of Indonesia,” examines the feasibility of the
project to construct the Sunda Strait Bridge and to promote regional developments, which are
estimated to cost more than 2 trillion yen. The project would directly connect Sumatra Island and
Jawa Island in Indonesia, heightening domestic connectivity in addition to developing surrounding
regions.
We hope that this report will aid in the realization of the project and will be of reference to related
officials in both Japan and Indonesia.
February 2012
JGC CORPORATION
Value Planning International, Inc.
ORIENTAL CONSULTANTS CO., Ltd.
NIPPON KOEI CO., Ltd.
NIPPON STEEL CORPORATION
Indonesia / Jawa Island / Overall view of Banten Province
Indonesia / Sumatra Island / Overall view of Lampung Province
Location of Projects
List of Abbreviations
(Abbreviation)
A
ADB
AMDAL
ANDAL
AS
B
ATC
BAPPEDA
BAPEDAL
BAPPENAS
BKPM
BKPMD
BPLHD
BPN
BPPT
BRT
BSM
C
D
B3
Capex
CDM
CER
DCF
DGLT
DGR
DGST
DNA-CDM
DKI Jakarta
E
EIA/ESIA
ERP
(English and/or Indonesian)
Asian Development Bank
Analisis Mengenai Dampak Lingkungan
Hidup (EIA)
Analisis Dampak Lingkungan Hidup
(Environmental Impact Analysis)
Automatic Train Control
Aerial Spinning
Automatic Train Control
Badan Perencana Pembangunan Daerah
(Indonesian Regional body for planning
and development)
Badan Pengendalian Dampak Lingkungan
(Environmental Management Agency)
National Development Planning Agency
Badan Koordinasi Penanaman Modal
National Investment Coordination Agency
Badan Pengelolaan Lingkungan Daerah
(Regional
Environmental
Agency/Department of Environment)
Badan Pertanahan Nasional (National Land
Agency)
Agency for Assessment and Application of
Technology, Indonesia.
Bus Rapid Transit
PT Bangungraha Sejahtera Mulia
Harmful Wastes
Capital Expenditure
Clean Development Mechanism
Certified Emission Reductions
Discounted Cash Flow
Directorate General of Land Transportation
and Island Waterways
Directorate General of Railways
Directorate General of Sea Transportation
Designated
National
Authority-Clean
Development Mechanism
Special Capital Region of Jakarta (Daerah
Khusus Ibukota Jakarta)
Impact
Environmental
Assessment/Environmental and Social
Impact Assessment
Electronic Road Pricing
Ab-1
(Japanese)
アジア開発銀行
環境影響評価
環境影響分析（EIA の一
部）
エアスピニング（吊橋の
平行線ケーブルの架設
工法の一つ）
ｲﾝﾄﾞﾈｼｱ環境管理庁
（2000 年に廃止、BPLHD
に移管）
ｲﾝﾄﾞﾈｼｱ国家開発庁
ｲﾝﾄﾞﾈｼｱ投資調整庁
ｲﾝﾄﾞﾈｼｱ国家投資庁
ｲﾝﾄﾞﾈｼｱ地方政府の環境
管理局/環境部
ｲﾝﾄﾞﾈｼｱ国土庁
ｲﾝﾄﾞﾈｼｱ技術応用評価庁
ｲﾝﾄﾞﾈｼｱ・ﾗﾝﾌﾟﾝ州、ﾊﾞﾝﾃ
ﾝ州の依頼で、Pre-F/S を
実施している会社
有害廃棄物
投資金額
ｸﾘｰﾝ開発ﾒｶﾆｽﾞﾑ
排出権、排出枠
割引キャッシュフロー
運輸省陸運総局
運輸省鉄道局
運輸省海運総局
CDM 指定国家機関
ｼﾞｬｶﾙﾀ首都特別州
環境影響評価/環境・社会
影響評価
(Abbreviation)
(English and/or Indonesian)
(Japanese)
G
GHG
Greenhouse Gas
温室効果ｶﾞｽ
I
GIS:
IEDC
Green Investment Scheme
Indonesian
Economic
Development
Corridor
Integrated coal Gasification Combined
Cycle
Independent Power Producer
Internal Rate of Return
Jakarta-Bogor-(Depok-)Tangerang-Bekasi
Java-Madura-Bali
JGC Coal Fuel
Japan External Trade Organization
Japan International Cooperation Agency
Japan Oil, Gas and Metals National
Corporation
JABODETABEK Urban Transportation
Policy Integration
Keranga Acuan (Implementation Plan)
Kereta Api Commuter Jabodetabek
Krakatau Steel Industrial Estate Cilegon
ｸﾞﾘｰﾝ投資ｽｷｰﾑ
ｲﾝﾄﾞﾈｼｱ経済回廊
IGCC
J
IPP
IRR
JABO(DE)TABEK
JAMALI
JCF
JETRO
JICA
JOGMEC
JUTPI
K
KA
KCJ
KIEC
KN-MPB
L
KOMAS MPB
LARAP
M
LCV
MCIE
METI
MENLH
MOT
MP3EI
Komisi National Mekanisme Pembangunan
Bersih
(Indonesian
National
CDM
Authority (NNA)
National Commission for CDM
Land Acquisition and Resettlement Action
Plan
Low Calorie Value
Modern Cikande Industrial Estate
Ministry of Economy, Trade and Industry,
Japan
Menteri Negara Lingkungan Hidup
(Ministry of Environment (MOE))
Ministry of Transportation
Master Plan Percepatan dan Perluasan
Pembangunan Ekonomi Indonesia
MPA
Metropolitan Priority Area
MRT
Mass Rapid Transit
Ab-2
石炭ガス化複合発電
独立系発電事業
内部収益率
ｼﾞｬｶﾙﾀ首都圏
ｼﾞｪﾄﾛ（日本）
国際協力機構
独立行政法人石油天然
ガス・金属鉱物資源機構
ｼﾞｬﾎﾞﾃﾞﾀﾍﾞｯｸ都市交通
政策統合ﾌﾟﾛｼﾞｪｸﾄ
実施計画
ｼﾞｬﾎﾞﾃﾞﾀﾍﾞｯｸ鉄道会社
クラカタウ社が Cilegon
で手掛ける工業団地
CDM 指定国家機関
用地取得・住民移転計画
Modern グ ル ー プ が
Cikande で手掛ける工業
団地
経済産業省（日本）
ｲﾝﾄﾞﾈｼｱ環境省
運輸省
2011 年 5 月に発表された
ｲﾝﾄﾞﾈｼｱ共和国に於ける
経済加速化・拡充ﾏｽﾀｰﾌﾟ
ﾗﾝ（2010～2025 年）
Metropolitan Priority Area
for
Investment
and
Industry
(MPA)
in
JABODETABEK Area（首
都圏投資促進特別地域）
構想
(Abbreviation)
N
O
P
R
(English and/or Indonesian)
(Japanese)
NC-CDM
National Commission for CDM (KOMAS
MPB (DNA-CDM in Indonesia))
CDM 国家委員会（ｲﾝﾄﾞﾈ
ｼｱの CDM 指定国家機
関）
NMT
OD
PAM
PAP
PAX
PERTAMINA
PGN
PHPDT
PLN
PPP
PT
(DE) P U
PWS
Non-motorized Transport
Origin-Destination
Perusahaan Air Minum
Project Affected Person
Passengers
RKL
Environmental Management Plan (Pencana
Pengelolaan Lingkunngan Hidup)
Environmental Monitoring Plan (Pencana
Pemantauan Lingkunngan Hidup)
Reverse Osmosis
Right of Way
Strategic Environmental Assessment
Standard National Indonesia
RPL
S
T
U
RO
ROW
SEA
SNI
SPPL
水道会社
ﾌﾟﾛｼﾞｪｸﾄ被影響住民
ｲﾝﾄﾞﾈｼｱ国営石油会社
ｲﾝﾄﾞﾈｼｱ国営ｶﾞｽ会社
Peak Hour Peak Direction Traffic
Public Private Participation
Perseroan Terbatas
Department of Public Works
Parallel Wire Strand
SITRAMP
Study on Integrated Transportation Master
Plan for JABODETABEK
SSB
Sunda Strait Bridge
TOD
ERP
PT KA/PT KAI
Transit Oriented Development
Electronic Road Pricing
PT Kereta Api Indonesia
UBC
UKL
Upgraded Brown Coal
Environmental Management Effort
UNFCC
United Nations Framework Convention on
Climate Change
Ab-3
ｲﾝﾄﾞﾈｼｱ国営電力会社
官民連携
株式会社
ｲﾝﾄﾞﾈｼｱ公共事業局
プレハブ平行線ストラ
ンド（吊橋の平行線ケー
ブルの架設工法の一つ）
環境ﾏﾈｰｼﾞﾒﾝﾄ計画
環境ﾓﾆﾀﾘﾝｸﾞ計画
逆浸透
戦略的環境ｱｾｽﾒﾝﾄ
RKL/RPL 及び UKL/UPL
よりさらに簡略された
文書
JICA が策定したジャカ
ルタ首都圏総合交通計
画調査（2004 年）
スンダ大橋
公共交通指向型開発
ｲﾝﾄﾞﾈｼｱ鉄道会社（政府
の 100%持ち株会社（旧
ｲﾝﾄﾞﾈｼｱ国鉄））
改質褐炭
AMDAL が義務付けられ
ていない場合の RKL よ
り簡略化された環境ﾏﾈ
ｼﾞﾒﾝﾄ計画に関する文書
（Document）
国連気候変動枠組み条
約
(Abbreviation)
UPL
(English and/or Indonesian)
Environmental Monitoring Effort
Ab-4
(Japanese)
AMDAL が義務付けられ
ていない場合の RPL よ
り簡略化された環境ﾓﾆﾀ
ﾘﾝｸﾞ計画に関する文書
（Document）
Table of Contents
Chapter 1
Overview of the Host Country and Sector
1.1
Economy and Financial Status ..................................................................................
1- 1
1.2
Outline of the Sectors ...............................................................................................
1- 3
1.3
Target Areas’ Status ..................................................................................................
1- 7
Chapter 2
Study Methodologies .
2.1
Study Contents………………..................................................................................
2- 1
2.2
Study Methodologies and System .............................................................................
2- 1
2.3
Study Schedule …......................................................................................................
2- 2
Chapter 3
3.1
Justification, Objectives and Technical Feasibility of the Project
Overall………………………..................................................................................
3.1- 1
3.1.1 Background and Necessity of the Project .............................................................. 3.1- 1
3.1.2 Studies to determine the Project specifics……….................................................. 3.1- 5
3.1.3 Project Plan Summary ............................................................................................ 3.1- 9
3.2
Sunda Strait Bridge Plan............................................................................................ 3.2- 1
3.3
Port ............................................................................................................................ 3.3- 1
3.4
Road and Railway ..................................................................................................... 3.4- 1
3.5
Regional Development .............................................................................................. 3.5- 1
3.6
Energy ....................................................................................................................... 3.6- 1
Chapter 4
Evaluation of Environmental and Social Impacts
4.1
Present Environmental and Social Conditions and Situations................................... 4 - 1
4.2
Environmentally-improved Effects by the Projects................................................... 4 - 12
4.3
Environmental and Social Impacts of the Projects.................................................... 4 - 17
4.4
Outlines of Environmental Law, Rules and Regulations in the Republic of Indonesia
…. 4 - 25
4.5
Matters to be completed by the related Authorities in the Republic of Indonesia to realize
the projects…........................................................................................................... 4 - 32
Chapter 5
Financial and Economic Evaluation
5.1
Estimate of Project Costs .......................................................................................... 5- 1
5.2
Overview of Results for Preliminary Financial and Economic Analysis.................. 5- 7
Chapter 6
Planned Project Schedule ......................................................................................
Chapter 7
Implementing Organization in Indonesia and Its Capacity for Implementation
6- 1
7.1
Outline of Organizations in Indonesia ......................................................................
7- 1
7.2
Organization for the Project Implementation in Indonesia .......................................
7- 2
7.3
Review of Implementation Capability ......................................................................
7- 6
Technical Advantages of Japanese Companies .....................................................
8- 1
Chapter 8
Appendix
Appendix A4 : Evaluation of Environmental and Social Impacts
Appendix A5 : Results of Financial analysis
Executive Summary
Reproduction Prohibited
(1) Background and Necessity of Project
In recent years, Indonesia has had high economic growth at around 6%, with concentration of the
economy in the Jakarta area, regional imbalance of energy resources and increasing economic
disparity between the capital region and rural areas becoming issues. In order to achieve further
economic growth in the future, it has become more important to use latent potential within the country
and make economic linkages between wider economic regions based on the Indonesia Economic
Development Corridors (IEDC) plan and Master Plan of Acceleration and Expansion of Indonesia
Economic Development (MP3EI).
The IEDC plan in Indonesia was arranged with support from the Japanese government, and it has been
decided to proceed with the construction of the Sunda Strait Bridge from the Domestic Connectivity
menu of the IEDC. Therefore cooperation and participation in this project is consistent with the
topics of political discussions between Japanese and Indonesian governments up to this point, and
continuing support is not only highly valuable, but also has the chance of providing Japanese
businesses with meaningful and significant business opportunities.
The roads around the industrial areas in Merak and Anyer, where many Japanese businesses operate,
are in poor condition due to heat, torrential rains, heavy vehicle traffic and poor maintenance, with
frequent traffic jams. For Merak harbour, it has become common for freight trucks to have to wait
several days, making improving area infrastructure an urgent issue. Once this project is completed, it
will not only contribute to the growth of existing Japanese businesses currently plagued by unreliable
logistics, but will also encourage new Japanese businesses to expand to areas on both islands around
the bridge.
Considering the situation, the importance of the Sunda Strait Bridge to connect Java and Sumatra has
been pointed out for some time and with the announcement of Pre-feasibility study results in 2009 by
Lampung and Banten provinces which are located on each coast, organizations have been created in
the central government to work towards beginning construction.
With the cost of bridge construction and related projects said to require investment of a massive sum
of upwards of 2 trillion yen, the cost is not something that can be covered by the Indonesian
government and local corporations, so participation by multiple governments and private companies is
a prerequisite. Currently Chinese companies are showing significant interest in this project, and are
aggressively approaching to the Indonesian side, making it urgent that Japanese businesses and
government start appealing their case as well. Also, due to the difficulty of recovering investment
costs from bridge tolls alone, it has been suggested that the project should be carried out strategically
by including regional development in the area.
(2) Studies Necessary to Determine Project Specifics
It is not realistic to payback construction cost by only toll fee according to the sample of
Honshu-Shikoku bridges. The government support for construction cost and combination of
EX-1
surrounding area development are necessary. The item for future study to realize the bridge plan are
shown as follows
.・Significant decrease in the cost of bridge construction
・Government support loan for bridge construction
・To reduce the interest rates of loan for the bridge construction
・Using profits from local development projects to supplement payments for bridge construction
costs
(3) Project Overview
1) Related projects
After examining what kind of project would play to Japan’s strengths, while keeping in mind a
progressive construction timeline, projects that create benefits in the short-term will also be
considered in order to help appeal to Indonesia (for instance, a short-term project to improve road and
port infrastructure (larger, faster ferries) in industrial areas as a prelude to the long-term goal of
building the bridge).
The projects selected in this study based on local studies and surveys of related institutions are listed
below.
Table 1: Planned projects list
Project
Current PJ
Plan
Goal & Uses
Target entities
(local)
Referre
d in
SSB
BSM carried
Joint development to join Lampung -BAPPENAS
3.2
out preliminary and Banten.
-Economic
study.
Coordination
Minister Office
-BAPPEDA in
Banten and
Lampung
-Public Project
Ministry
Current
Since the current facilities are over
3.3 (2)
Port
capacity
is
capacity,
it
is
vital
to
improve
the
Revamping (*)
mostly full
current port before the bridge is
with freight
finished.
trucks. There
is a plan for a
5th berth, but
the site is an
issue.
Lampung
None
When building the bridge, jetties -BAPPEDA in
3.3.2
New Port (*)
will be necessary for aquatic
Lampung
(2)
transportation, and creation of a
-Local
new port is necessary along with
Traffic/Traffic
turning the fabrication area into an Planning Bureau
industrial area.
-DGST
EX-2
SSB (*)
Bridge
Port
Port
Project
Current PJ
Plan
Goal & Uses
Road/ Rail
Available
(Provincial
expansion
project exists)
There is a project for a toll road
(Bakauheni – Lampung).
Maintenance of all roads, not just
the toll roads, is necessary, and it is
important to create a repair plan
considering life cycle cost.
Available
There are projects for creating
Rail
(Provincial
more lines and passenger lines.
expansion
Maintenance is necessary for use
project exists) as a long-range freight system.
Some exist, but As part of a provincial project,
Industrial
factories are
maintenance of industrial areas
Township
scattered, and exists. This project will develop
local
industrial areas and the
infrastructure surrounding area as industrial
such as power, townships
water and roads
is weak
* Provincial
project exists
When building the bridge, areas for
Industrial City, None
fabrication and storage will be
(Fabrication
necessary, and a main base will be
area) (*)
made on the Lampung side.
Progressive development as an
industrial area will also be carried
out.
None
For operating and maintaining the
O&M Center
bridge, continual monitoring and
maintaining the state of the bridge
is necessary, and creating an O&M
center near the bridge is vital.
Airport
with
The
provincial project involves
Airport
domestic
turning
it into an international
(Lampung)
connections
airport.
available
* Provincial
project exists
None
In addition to adding international
Airport city
routes to the Lampung Airport,
developing the area around the
airport into a city is necessary to
encourage airport demand for both
people and goods.
Available
In addition to existing power
Electricity
(Provincial
generation, there is a project for
expansion
geothermal energy. Considering
project exists) the future large increase in demand
for power, creating more efficient
power facilities and power network
is necessary. For efficient use of
resources, geothermal and
low-grade coal power in particular
should be emphasized.
Road
Regional development
Energy
EX-3
Target entities
(local)
Referre
d in
-BAPPEDA in
Lampung
-Road Bureau of
Public Project
Ministry
-DGLT
-BAPPEDA in
Lampung
-DGR
3.4
-BAPPEDA in
Lampung
-
-BAPPEDA in
Lampung
3.5.4
-BAPPEDA in
Lampung
3.5.4.4
-BAPPEDA in
Lampung
-
-BAPPEDA in
Lampung
3.5.5
-BAPPEDA in
Lampung
-PLN
3.6
3.4
Project
Logistics Base
Other
Water for SSB
(Desalination)
Water Supply
Banten
Road
Current PJ
Plan
Goal & Uses
Target entities
(local)
None
(Provincial
project exists)
Referre
d in
Road/ Rail
Regional development
There is a provincial project to use -BAPPEDA in
Terbanggi Basar as a logistics hub. Lampung
When positioning it, there is a need
to consider the surrounding
infrastructure (road, rail, airports)
and production centers.
None
Since water will be necessary for -BAPPEDA in
construction of the SSB, facilities
Lampung
will be made by RO and will be
used to provide industrial areas in
the future.
Available
With water supply being vital for -BAPPEDA in
(River
industrial areas in Lampung,
Lampung
available for
having a water source for each area
industrial uses) is important.
-
Available
(Provincial
expansion
project exists)
Maintenance is necessary for all
-BAPPEDA in
roads, not just the toll roads, and it Banten
is important to create a repair plan -Road Bureau of
considering life cycle cost.
Public Project
Ministry
-DGLT
There are projects for creating
-BAPPEDA in
more lines and passenger lines.
Banten
Maintenance is necessary for use
as a long-range freight system.
-DGR
3.4
There are industrial areas in
-BAPPEDA in
Krakatoa and near Cilegon.
Banten
However, they haven’t been
integrated as complexes (utilities, -Krakatoa
lending materials), and they are
also behind the curve on reduced
energy methods. For continual
future growth, they should be
remade as complexes to operate at
maximum efficiency.
As part of Jakarta growing as a
-BAPPEDA in
metropolitan city, a new city plan
Banten
that is greener and has reduced
energy use is vital.
-
There is a provincial project, but as -BAPPEDA in
mentioned above it should be
Banten
developed as an environmentally
city that conserves energy.
-
Other
Rail
Available
(Provincial
expansion
project exists)
Industrial
Complex
Available
SMART City /
Eco. City
None
Water front
city, Sports
city, Maja
None
* Provincial
project exists
Water
Available
With water supply being vital for
(River
industrial areas, having a water
available for
source for each area is important.
industrial uses)
EX-4
-BAPPEDA in
Banten
-
-
3.4
-
-
Project
Agriculture
Current PJ
Plan
Available
(Existing
agriculture)
Food Industries None
Tourism
Tourist Village
New Airport
Around Anyer,
there are
several hotels
on international
lines
None (Project
exists)
Goal & Uses
Target entities
(local)
Development of agriculture and
-BAPPEDA in
food industries is vital not only as
Banten
the background supporting Jakarta,
but also to shift from high-energy
to low-energy production.
Tourism development taking
advantage not just of Anyer, but
also proximity to Jakarta is
necessary.
Referre
d in
-
-
-BAPPEDA in
Banten
-
As part of tourism development,
-BAPPEDA in
complex development as townships Banten
with consideration for regional
characteristics is necessary.
-
The necessity of a new airport must -BAPPEDA in
be studied along with tourism
Banten
development.
-
(*)Project whose costs are roughly estimated
Source: Study Team
2) Bridge Specification and cost
A survey has not yet been performed for the ground in the strait area.
As a result, it is currently
impossible to provide an estimate of bridge specifications and cost. Therefore, based on experience
gained from the Akashi Strait Bridge, the base case, optimistic case and pessimistic case shown
below are set for this survey.
EX-5
Table 2：Bridge Specifications
Base case
Total distance
Central span
Number of suspension
bridges
Suspension bridges
(km)
Marine approach (km)
Water depth
Notes
25km
2,500m
2
Case-1
(Optimistic Case)
25km
2,500m
2
Case-2
(Pessimistic Case)
25km
2,500m
3
10km
10km
15km
15km
70m
Slide of Akashi Strait
Bridge
15km
70m
Reduce cost for
suspension bridge
portion
10km
70m
Addition of one
suspension bridge in
area where seabed is
weak
Source: Study Team
Based on experience gained from the Akashi Strait Bridge, costs for the base case, optimistic case
and pessimistic case are set as shown in Table 3.
Table 3： Bridge project cost
Base case
Construction cost
Maintenance cost
Notes
Case-1
Case-2
(Optimistic case)
(Pessimistic case)
2 trillion yen
1.5 trillion yen
2.5 trillion yen
1st year： 0.04%
2nd year： 0.08%
3rd year： 0.12%
…
50th year： 2.00%
*The ratio listed above will be applied to construction cost each year
(increase of 0.04% per year)
Slide of Akashi Strait
Reduce cost for
Addition of one
Bridge
suspension bridge
suspension bridge in
portion
area where seabed is
weak
Source: Study Team
3) Overall development projects in surrounding areas
Some reginal development projects of areas surrounding the Sunda Strait Brdige are picked up in
this Report and reviewed in Table 1. Among these projects, the focus is placed on the following four
projects from the viewpoints of the strength of Japanese companies, stepwise development accoridng
to the timeline, and short-term contribution:
(i)
Port rennovation project (in Banten and Lampung）
(ii) New port development project（in Lampung）
35 billion yen
13.4 billion yen
(iii) Factory complex development with bridge construction（in Lampung） 8 billion yen
(iv) Airport rennovation project（in Lampung）
EX-6
12 billion yen
4) Financial and Economic evaluation
Economic internal rate of return (EIRR) was used to conduct economic analysis for the bridge itself
and will be estimated by the utilization of the input-output table.
The final demand will be determined based on the Sunda Strait Bridge construction cost, regional
development cost, industrial park construction cost, and geothermal development cost. The induced
production value will also be estimated by the utilization of the input-output table. (The Sunda
Bridge’s construction cost of 2 trillion Japanese yen will be used for the current estimates, according to
the base case cost estimation of the study.)
After considering the province’s GRDP per capita and the sector ratio, as the regional characteristics,
production inducement cost amounted to the figures shown in Table 4. The ratio of the total effect
(direct effect + primary effect + secondary effect) from the direct investment will be 1.69.
Table 4 Production Inducement Costs (billion yen)
Sunda Strait bridge
Effect
construction cost
Direct effect
2,000
Primary effect
765
Secondary effect
610
Total effect
3,375
Source: Study Team
The number of new jobs created from the bridge investment (2 trillion yen) will be 238,894 people as
gleaned from the direct effect. The sum of direct and primary effects will be equivalent to 486,447
people, while the overall effect (direct effect + primary effect + secondary effect) will be 809,164
people.
Financial internal rate of return (FIRR) was used to conduct financial analysis for the bridge itself.
The calculation results are shown in Table 5.
Toll fees are set in 1,000 yen and 3,000 yen, and the
ratios of assistance funds to the initial investment (the amount of assistance funds divided by the total
investment) are set in four cases. The assistance fund ratio of 0% is the case in which there are no
public subsidiaries and income from the development right. As for other assistance fund ratios
(25%/50%/75%), public subsidiaries and income from the development right are expected in the
amount equal to 25%, 50%, or 75% of the total investment.
EX-7
Table 5 Results for financial analysis of bridge
Analysis
Toll fee
Case-0
Case-1
Case-2
(Base case)
(Optimistic case)
(Pessimistic case)
0%
-2.24% (-)
-1.41% (-)
―
25%
-1.87% (-)
-0.86% (-)
―
50%
-1.20% (-)
0.10% (-)
―
75%
0.48% (-4.60%)
1.97% (2.48%)
―
0%
1.20% (0.50%)
2.15% (2.83%)
0.53%(-7.34%)
25%
2.00% (2.52%)
3.10% (4.59%)
1.22% (0.60%)
50%
3.34% (5.04%)
4.57% (7.29%)
2.41% (3.33%)
75%
6.08% (10.05%)
7.63% (12.71%)
4.92% (8.00%)
Supportive
capital ratio
1,000 yen
3,000 yen
* Value: Project IRR by DCF (Equity IRR).
Source: Study Team
As shown by the results, even when assuming a cutoff rate of 5%, this project is only financially
feasible in Case0-3000-75、Case1-3000-75. Even for the investment amount shown in Case1, support
capital of 50% or more is required for a toll fare of 3,000 yen.
Based on the above results, the following items must be reviewed in order to increase the feasibility of
the Sunda Strait Bridge.
・ Significant reduction in bridge construction costs.
・ A gratuitous loan from the government for bridge construction costs.
・ Restricted interest on interest-bearing support for bridge construction costs.
・ Apply profit from development in surrounding areas to repayment of bridge construction costs.
5) Environmental aspects
The related authorities and/or project operators shall implement the following tasks and duties
promptly to realize the projects:
・Survey and investigation required for plan and design of projects’ plants and facilities such as
route and site, soil investigation, sea water depth, sea conditions, etc.
・To implement feasibility studies, FEEDs, etc. to determine the project operators.
・Finalization of SEA and/or EIA by governments or project petitioners or operators to obtain
SEA and/or EIA approvals from Central and/or regional governments.
・ Preparation of LARAPs to start land acquisition for the projects if required
・ Start of negotiation about fisheries compensations, etc. with fishermen and persons affected by
the projects
(4) Planed Project Schedule
In this project, stepwise development is suggested, assuming the timeline of surrounding
EX-8
development plans, based on the project schedule of the bridge.
It takes a long time to construct a bridge. In the case of Akashi Bridge, which is one of the largest
bridges in the world, it took 11 years. In the case of Sunda Strait Bridge , it is difficult to estimate the
construction period, because we have not conducted the assessments of ground and tidal currents, etc.
for design and construction. In this survey, we referred to the case of Akashi Bridge.
As for the surrounding development plan, the first step is to improve the ports between Merak and
Bakauheni, which are essential for bridge construction. The second step is to develop airport cities
and industrial complexes along with the construction of the bridge, and improve transport
infrastructure. The third step is to develop energy resources like geothermal energy, etc. as energy
infrastructure.
The following shows the provisional schedules of individual projects related to the construction of
Sunda Strait Bridge and surrounding area development.
EX-9
Figure 1: Project schedule
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026
Step 1
Step 2
Step 3
Step 4
Bridge
F/S *1
Design
Civil work
Tower
Cable
Installation
Operation
Area
development
Port
Industrial
area*2
Airport *3
Road/Rail
Energy
City
development
: construction
: operation
*1 Feasibility study by initiators (including soil survey, etc.) and Basic architecture
*2 Developing industrial city based on temporally construction area.
*3 Renovation of Lampung Airport
Source: Study Team
(5) Feasibility regarding application/implementation for
international yen loan
According to Presidential Regulation (No. 86/2011), a preliminary survey regarding construction of
the Sunda Strait Bridge is scheduled to be initiated by a consortium composed mainly of provincial
corporations from Banten Province and Lampung Province. We envision implementation through a
PPP (Public-Private Partnership). Regarding the form of the PPP, it was expected that the survey,
construction and securing of capital funds will be led by the private sector. The planned role of the
government was limited to supervising implementation and providing the minimum required amount
of capital.
However, as shown by the results of financial evaluation conducted for this survey, the project will
EX-10
not be feasible unless there are significant reductions in construction costs, restricted interest on
loans, and publicly provided capital support. Even as a PPP led by the private sector, this project
requires large-scale public support. The preliminary survey for the bridge and development in
surround areas is scheduled to be implemented by the consortium and completed by 2014. It is
necessary to wait for the results of this preliminary survey and conduct careful debate regarding an
international yen loan from Japan.
Furthermore, in addition to construction of the Sunda Strait Bridge, this project includes proposals
for nearly 30 items for regional development. A PPP scheme is not conventionally used for some of
these items, such as renovation of the port, and an international yen loan can be considered as one
method of capital procurement. Conversely, basic infrastructure (access roads, water, sewage,
electricity, etc.) for the construction of an industrial park will be conducted through development
planning and capital procurement by the central and municipal governments. Even so, it is possible
that the actual construction of the industrial park will be led by private corporations and there is
sufficient possibility of a PPP. The possibility of capital procurement for proposed items will depend
on the result of F/S by the initiator.
(6) Technical Advantages of Japanese Companies
1) Bridges
Japanese firms’ advantages regarding bridges are significant. Through a large number of large bridge
projects, including the one for Akashi Strait Bridge, the world’s longest suspension bridge, Japanese
firms have the cutting-edge advanced bridge technologies for the planning, analysis, designing,
materials, construction, and management of cable-stayed and suspension bridges. Accordingly, the
potential of Japanese firms is considered high.
The materials that could be supplied from Japan are lightweight, high-strength steel cables (for
suspension bridges) and steel plates for bridges, which are produced with the Japanese latest
technology. The construction technologies for shortening a construction period include the base part
construction using caissons, antiwashout concrete, and the underwater placement method; prefab
towers, cable installation, and coating techniques. Japanese firms also have the
environmentally-friendly design, aseismic measures, and lifecycle-conscious operation and
maintenance, including the system for preventing the corrosion of the inner parts of cables, girders,
and towers using dry air.
As for the activities of other countries, China, South Korea, Italy, France, and Denmark, etc. are
approaching the Indonesian government. In this circumstance, in order to use our technical advantages,
it is necessary for the public and private sectors to collaboratively appeal to the Indonesian
government and enlist continuous support from them such as the host by the Japanese government of
seminars selling Japan’s high-quality bridge construction technologies.
2) Port
EX-11
Technical advantages to the Japanese companies may be as follows:
a) New port
The targets of the project are regular port facilities. In previous projects, it was common for Japanese
companies, as well as Western consultants and construction companies, to be included. Recently,
however, with the enhancement of the competency of local companies in Indonesia, renovation can
be completed by local consultants and construction companies. Therefore, it seems that Japanese
companies are not so advantageous in terms of technologies.
Port construction work does not require special equipment or materials, and all the materials can be
procured locally. With this, almost no merits can be obtained if materials are supplied from Japan
with transportation costs.
If a new port is constructed at once as part of tentative facilities during the extended construction
work going with the construction of the bridge, there are a lot of merits. Particularly, it is possible
that Japanese companies can maximize knowhow on tentative yards for the construction of
long-span bridges, the area of thier specialty.
With this, it is important to for the public and private sectors in Japan to collaboratively appeal to the
Indonesian government and to sell their technical strength in the construction of a bridge itself and
their advantage in tentative yards, as well as the scheme to convert tentative facilities into a factory
complex upon the completion of the construction of the bridge.
b) Ferres
From the fact that the majority of commercial ferries in service between Meark and Bakauheni are
second-hand Ro-Ro ships made in Japan, it can be considered that Japan has advantage in the
deployment of commercial ships.
Indonesia seems to continue to eye not new ships but cheap, second-hand ships. However, there is
possibility that the introduction of second-hand ships will pose problems to the effective handling of
traffic demands until the completion of the bridge because there is gap between second-hand ships in
their sizes, capacity of loading cars, performance including navigation speeds, and ship conditions.
New ships are more desirable because their performance conditions are homogenous. With this, as
major equipment supplied from Japan, Japan-made ships with advanced energy-saving technology
can be considered.
For the supply of new Japanese ships reflecting our high-level shipbuilding technology, the use of
the grant aid scheme is considered to be realistic. This system, however, cannot be used for
Indonesia because it has already become unqualified as target nations of regular grant aids. As
mentioned in Chapter 3, Indonesian government officials pay attention only to the positive side of
the bridge construction and seem to be unaware of the negative byproducts, such as problem that if
EX-12
appropriate measures are not be introduced, local ferry services, which compete with the bridge
service, will face danger of bankruptcy, not to mention that development investment until the
completion of the bridge will go to waste.
From this, it can be recommended that the public and private sector in Japan will cooperate to appeal
to the Indonesian government and to sell Japanese technologies by incorporating the following three
points into the bridge construction package: i) the supply of new ships, ii) surveys on the
development of the networks of long-distance ferries after the completion of the bridge, and iii)
operational cooperation built on Japanese companies’ expertise and knowhow on the operations of
long-distance ferries.
3) Road & Railway
In the road and railway sector, Japan is not so advantageous in terms of technology because the
planning, architecture, and construction of roads and rails are also possible in Indonesia. Japan,
however, can boast the high reliability of its roads featuring the state-of-the-art anti-seismic
technology, knowhow on operational and maintenance management for the minimization of
life-cycle costs, and safety equipment such as ATS (the automatic train stop system). Also, Japan
can offer support in terms of advanced technology, such as ITS (Intelligent Transport Systems), as
well as the development of commercial areas, such as highway rest areas, and urban development
near railways.
With the introduction of the ETC（electronic toll collection）system, the supply of ETC-related
equipment is expected. As for railways, with the introduction of the ATS, the supply of equipment
and materials combined with signal and communication facilities is expected.
ATS- and ETC-related facilities manufactured by Japanese companies have advantages in terms of
safety and performance. Overseas companies, on the contrary, are more competitive in terms of
prices. For the enhancement of possibility of Japanese companies’ winning of orders, it is necessary
not only to constantly sell high-level technical competence of Japanese companies but also to
promote the trainings of Indonesian personnel in charge of maintenance and management through
technical cooperation, etc. so that they will prioritize safety, as well as cost-effectiveness. Also,
Indonesian personnel should be informed that ATS- and ETC-related equipment can be effective
only with appropriate maintenance work. With this, it is recommended that the package shall include
maintenance work, as well as initial investment.
4) Regional development
a) Development of Urban City and industrial city
Japan’s advantages regarding regional development and industrial complexes are element
technologies of sensors, batteries, information systems, and optimum designs for the development of
advanced cities, such as SMART cities, eco cities, and airport cities.
EX-13
For planning and designing stages, Japanese firms have the know-how to design and optimize
integrated cities, such as SMART, eco, and airport cities, the technologies to dynamically simulate
and optimize distribution, and the know-how to minimize lifecycle costs considering operation and
management technologies. For industrial complexes, Japanese firms have the know-how to design
and optimize cities where industrial and residential areas are integrated, the technologies for
advanced control and optimal design with information systems, the know-how to optimize industrial
complexes (including utilities and materials) based on the energy-saving technology, the
technologies to dynamically simulate and optimize distribution, the know-how to minimize lifecycle
costs considering operation and management technologies, and the know-how for one-stop services
prioritizing customer services.
The fields of regional development and industrial complexes are considerably swayed by
development plans in each country, and so it is important to approach the country from the stage of a
master plan. When producing a master plan, it is necessary to approach the country under the private
initiative, and enlist assistance from the Japanese government.
b) Airports and Airport Cities
Japan’s advantages regarding airports include the experience of developing many airports, the
know-how to operate airports for a long time, and the know-how to design and manage for urban
development integrating surrounding areas.
This project requires not only the technology for optimizing the entire airport, but also the
technologies for designing airport cities, energizing surrounding areas, optimizing the distribution
networks around the airport, operating and managing the airport, and minimizing lifecycle costs.
Thus, there are many areas where Japanese firms can contribute.
In Indonesia, an airport will be developed based on PPP. In order to conduct the above-mentioned
large-scale project for an airport city, it is indispensable to produce a master plan considering
surrounding areas and enlist cooperation from not only Indonesia but also the Japanese government.
5) Energy
Japan’s advantages regarding energy are outstanding technologies in reliability, efficiency, and
energy-saving, including highly-efficient gas/steam turbines, efficient power generation systems,
including combined cycle and cogeneration systems, and optimal design and control technologies for
minimizing transmission loss. The utilization of these technologies would contribute to the
development of reliable power generation systems and transmission networks in Indonesia.
As for coal-using power generation, Japan has the unique technologies to reform low-rank coal. In
Indonesia, coal ash is recognized as a hazardous substance, and difficult to dispose of, and so coal
ash is not utilized there. Japan uses coal ash in the fields of cement, civil engineering, construction,
EX-14
agriculture and forestry, etc. and has various technologies to utilize coal ash.
Japanese firms are competitive also in the field geothermal power generation. There is a high
possibility that Japanese firms will receive orders for the research and development of resources, the
construction of power plants, and the supply of power generators, as they have the technologies for
preventing corrosion and digging at high temperatures.
Japanese companies can boast their distinctive techniques for refining low-rank coal. The possible
benefits of these distinctive techniques include license fees, the winning of the all-in-one orders,
including the design of facilities, the supply of equipment, and installation work, and business
income. Also, Japan has a high share of geothermal power generation plants, and the supply of
power generation facilities is expected.
The utilization of low-rank coal is accompanied by risks in technological development, while
geothermal power generation is accompanied by risks in the development of underground resources.
In order to reduce these risks, it is necessary to conduct highly precise prior researches. We expect
cooperation in such researches from the Indonesian and Japanese governments.
(7) Specific schedule until project implementation & risks
hindering implementation
The core of present activities is specified by Presidential Regulation (No. 86/2011). A consortium
composed mainly of provincial corporations from Banten Province and Lampung Province is
specified as the initiator of the project, including the bridge and development in surrounding areas. A
preliminary survey is scheduled to be implemented by the consortium and completed by 2014. The
preliminary survey will include a plan for development of surround areas, also known as the
“strategic area’. It is important for Japan to focus on the progress of this preliminary survey. At the
same time, Japan must hold continuous discussions between Indonesian and Japanese government,
and must make an appeal for technical and capital superiority of Japan.
On the other hand, this project depends on the implementation capacity of related institutions
(government, private) in Indonesia. The following section summarizes future risks in terms of
technology, finance and organizations.
1) Technical aspect
According to the Ministry of Public Works, comprehensive examination on Sunda Strait Bridge has
not been conducted. Main activities are limited to information collection, workshop/seminar, study
conducted individually.
In addition, survey necessary for construction (e.g. topography, soil) has
been conducted by the private sector in a limited scale so the quality may not be high enough to
satisfy requirement for design work.
From those activities, some information regarding bridge
construction and regional development is available but since comprehensive examination that is
specific to Sunda Strait Bridge has not been conducted, according to PU personnel, it is necessary
EX-15
for technical and operational support.
2) Financial aspect
Since Sunda Strait Bridge project is planned to be implemented through PPP scheme, cost for survey,
design, construction, has to be borne by the Consortium, which is one of the criteria mentioned in the
Presidential Regulation.
According to the information from BAPPENAS, public sector can provide
financial support but maximum is limited to 20% of the total construction cost, and cost of F/S and
DED is estimated to be about US$ 150 million and all cost has to be provided by the Consortium.
Cost of construction, on the other hand, is estimated to be 2 trillion yen (US$ 25 billion) and the
Consortium will be given right to develop Sunda area (or strategic area for Sunda), but it is difficult
to cover the construction cost from toll fee and development rights alone.
3) Operational aspect
Role sharing between the public sector and the Consortium in general terms is instructed in the
Presidential Regulation. For the public sector responsibility as supervision of the project,
establishment of development board, its structure and members and securing budget for the activities
of the board, and regular reporting responsibility to the President are instructed.
For the consortium
responsibility, preparation for the project (feasibility study, basic design, implementation
organization, securing budget source, implementation mechanism and schedule) are instructed.
After the Presidential Regulation is approved, detail instruction is planned to be instructed by
another regulation and cooperation agreement for project implementation, through which operational
aspect and technical aspect (work items, schedule) and risk management will be defined.
In addition, operation of ferry has to be considered. For setting tariff on toll for the bridge, existence of
ferry becomes one of constraints. If ferry operation continues, demarcation between bridge and ferry
has to be examined in order to secure traffic volume of the bridge.
(8) Overview map of Projects
The projects selected and examined in this study are shown as below.
EX-16
Figure 2: Overview map of projects
Source: Study Team
EX-17
EX-18
Chapter 1
Overview of the Host Country and Sectors
Reproduction Prohibited
1.1 Economy and Financial Status
Indonesia was one of the few countries in the world that were not badly affected by the global financial
crisis of 2007. Since then the country has soundly managed a gradual but solid economic
transformation on the road to a more robust and balanced growth. Its current economic indicators,
initial results of the transformation process illustrate that the Indonesian economy grew by 5.8%,
which is a significant jump from the 2009 figure of 4.5%. This growth was accompanied by expansion
in investments and exports. According to the financial statistics issued by the Ministry of Finance,
the economic growth in 2011 will be 6.3%. Overall, balance of payments is expected to remain at a
record surplus accompanied by steady growth in international reserves.1
In 2010, amid global financial downturn among developed countries that negatively ushered in a
global financial recession, Indonesia fared better as manifested by its 5.8% economic growth helped in
no small way by its healthy export earnings and the increasing role of foreign direct investment.
Increased export performance was achieved by the availability of more diversified products and an
increase in the list of destination countries. The growth in exports was mainly due to improved
performance of export goods and the robustness of the manufacturing industry. Indonesia also enjoys
a large surplus in current, capital, and financial accounts from foreign direct investments (FDI). This
has resulted in a surplus in the Indonesian balance of payments in 2010, which reached US$3.03
billion. The improved balance of payments in 2010 led to the appreciation of the rupiah with low
volatility and became more steady compared to the rupiah’s position by the end of 2009.
Table 1-1 Estimated Economic Indicators of Indonesia (2006–2011)
Economic Indicator
2006
2007
2008
Gross Domestic Product
- Growth (%)
5.5
6.3
6.0
- Nominal (billion Rp.)
3,339,217
3,950,893
4,952,357
Inflation (%)
6.6
6.6
11.1
Exchange Rate (Rp/US$)*1
9.164
9,140
9,691
Oil Price*1 (US$)
64.3
72.3
97.0
Source: Budget Statistics 2005 - 2011. Ministry of Finance. 2011
Note: *1 Annual average value.
Actual value: 2006-2009, Estimated value: 2010-2011
2009
2010
2011
4.5
5,613,442
2.8
10,408
61.6
5.8
6,253,790
5.3
9,200
80,0
6.3
7,006,727
6.3
9,300
80.0
According to the Central Statistics Agency (BPS), the Poverty Severity Index is 0.58 on average in
Indonesia, and it is much worse in South Sumatera and Lampung, 0.71 and 0.72 respectively. The
Government, recently, changed the poverty line and the composition of poverty severity index
calculation, so there remains some controversial issues, but it is fair impartial to say that southern part
of Sumatera Island is more impoverish compared to resources rich provinces, like Riau and Jambi.
1
2010 Economic Report on Indonesia. Bank Indonesia. 2011
1-1
Table 1-2 Number and Percentage of Poor People, Poverty Severity Index and Poverty Line by
Province, (2010)
Province
Number of Poor People
Riau
Jambi
South Sumatera
Lampung
Banten
Urban
208.9
110.8
471.2
301.7
318.3
Rural
291.3
130.8
654.5
1178.2
439.9
Total
500.3
241.6
1125.7
1479.9
758.2
DKI Jakarta
Indonesia
312.2
11097.8
19925.6
312.2
31023.4
Percentage of Poor People Poverty Severity Index
Poverty Line (Rp)
(% )
(% )
Urban
Rural
Total Urban Rural Total Urban
Rural
Total
7.17
10.15
8.65
0.17
0.57 0.37 276,627 235,267 256,112
11.8
6.67
8.34
0.42
0.14 0.23 262,826 193,834 216,187
16.73
14.67
15.47
0.71
0.71 0.71 258,304 198,572 221,687
14.3
20.65
18.94
0.66
0.75 0.72 236,098 189,954 202,414
4.99
10.44
7.16
0.22
0.28 0.24 220,771 188,741 208,023
3.48
9.87
16.56
3.48
13.33
0.11
0.4
0.75
0.11 331,169
- 331,169
0.58 232,988 192,354 211,726
Source: Number and Percentage of Poor People, Poverty Gap Index (P1), Poverty Severity Index (P2),
Poverty Line by Province, 2010. http://www.bps.go.id/index.php. Central Statistics Agency
The BOI reported that government’s foreign debt and the ability to service that debt remained
favorable, thereby further reducing potential instability of financial system stemming from external
debts. Table 1-3 shows the state budget in 2010 and the proposed budget for 2011.
Table 1-3 State Budget (2010–2011) (Unit: billion Rupiah)
Item
2010
Current Revenues and Grants
1. Domestic Revenue
1.1. Tax Revenues
1.2. Non-tax Revenue
2. Grants
State Expenditures
Primary Balance
Budget Surplus/Deficit
% Deficit to GDP
Financing
1. Domestic Financing
2. Foreign Financing
3. Excess/Deficiency of
Financing
Debt Service Ratio (%)
Source: State Budget (2010-2011).
Note: (-) means capital inflow
992,398.8
990,502.3
743,325.9
247,176.4
1,896.5
1,126,146.5
-28,097.4
-133,747.7
-2.1%
133,747.7
133,903.2
-155.5
0.0
22%
Ministry of Finance.
2011
1,104,902.0
1,101,162.5
850,255.5
250,907.0
3,739.5
1,229,558.5
-9,447.3
-124,656.5
-1.8%
124,656.2
125,266.0
-609.5
0.0
20%
2011
Like other developing countries, Indonesia has long- and mid-term national development plans. The
long-term national development plan was promulgated under Law 17 in 2007 with a planning period
starting from 2005 to 2025. The current mid-term national development plan is from 2010 until 2014.
Based on the long- and mid-term national development plans, each ministry must prepare its mid-term
and annual sectoral development plans.
As mentioned in the long-term national development plan, one of the challenges facing Indonesia is
the need to improve the low accessibility, quality, and services of its physical infrastructures and
1-2
facilities, which serve as the backbone for national development. In the transportation sector, land
and inter-island transportation networks are less integrated. As an archipelagic nation consisting of 17
thousand islands, the need for inter-island transportation, as well as cargo and passenger ferry
transportation, services has yet to be met.
Issues identified in the mid-term national development plan are the following: 1) Limited
transportation facilities resulting in high costs and safety issues; 2) Policy setting and planning are
carried out separately by line ministries and/or regions, resulting in weak connectivity and integration
across sectors and regions; 3) Limited funding for infrastructure provision; 4) Inadequate provision of
urban transportation infrastructure; and 5) Limited accessibility of transportation services in rural
areas.
The general targets of transportation development in the second mid-term national development plan
are the following: 1) To develop an integrated multimodal transportation network nationwide and
reduce bottlenecks caused by insufficient infrastructure capacity, 2) To improve accessibility of
transportation services in rural areas, 3) To enhance safety in transportation services and facilities, 4)
To carry out institutional restructuring in the transportation sector, and 5) To carry out adaptation and
mitigation measures on climate change in the transportation sector.
1.2 Outline of the Sectors
(1) Road and Bridge
After the decentralization era, which started in 2001 based on Law Number 22, of 1999 on Regional
Autonomy (decentralization), the responsibilities of infrastructure development, operation and
maintenance were also divided among central, provincial and district/city governments. The central
government is now responsible for national roads and bridges and local governments are responsible
for local one.
Table 1-4 Road Network and Surface Condition (2008) (Unit: km)
Surface Type / Government Type
State
Province
District/City
Total
Asphalt
32,964
32,622
193,158
258,744
Gravel
1,664
4,311
66,958
72,933
Soil
0
3,012
88,432
91,444
Others
0
180
14,458
14,638
Total
34,628
40,125
363,006
437,759
Source: National Road Network in Indonesia 2008, Pusta Pengolahan Data, Bina Marga, Ministry of
Public Works
1-3
Table 1-5 National Roads by Island (2008) (Unit: km)
Island
Density
National Road
Length
Density Index
(km/km2)
(km/1,000prs)
Sumatra
10,588.91
0.022
0.217
0.069
Java
5,119.12
0.040
0.039
0.039
Bali & Nusa Tenggara
2,376.50
0.033
0.191
0.079
Kalimantan
5,705.97
0.010
0.444
0.068
Sulawesi
7,091.50
0.038
0.429
0.127
Maluku & Papua
3,746.83
0.008
0.739
0.075
Total/Average
34,628.83
0.018
0.152
0.052
Source: National Road Network in Indonesia 2008, Pusta Pengolahan Data, Bina Marga, Ministry
of Public Works
Although the data in Table 1-6 is quite old the modal share of domestic freight transportation has been
considered to remain static since then.
Table 1-6 Modal Share of Domestic Freight Transportation (2001)
Transport Mode
Total (‘000 ton)
%
Road
2,514,150
91.25
Railway
17,250
0.63
Sea Transport
222,490
8.07
Air Transport
1,370
0.05
Source: Workshop Strategy for Indonesian-German Cooperation in The Priority Area
Transport, 2006 DG Landcom (original: OD Nasional, 2001)
(2) Railways
Railway is operated only in Java and Sumatra Island; while railway dominates cargo transportation in
Sumatra Island, it is also used to transport passengers in Java Island. However, as shown in Table 1-6,
the modal share of railway is quite low, 0.63% (As the data is in 2001, there is some possibility not
reflecting current trend.
Currently PT. KAI is focusing to cargo transportation by railways and
share of railway will be increasing.) In order to accelerate the use of railway for both passenger and
cargo transportation, the Directorate General for Railway at the Ministry of Transportation finalized a
national railway development plan in 2011,
Throughout Indonesia, the total length of operated track is 4,818,898 km.
Table 1-7 Railway Passenger and Freight in Java and Sumatra (2009)
Java Island
Sumatra Island
Passenger (million prs)
202,907
4,223
Fright (million ton)
4,137
14,773
Source: Annual Statistics Book 2009. Ministry of Transportation. 2010
1-4
Table 1-8 Major Commodities Carried by Train (2005–2009) (unit: million ton)
Commodity
2005
2006
2007
2008
Oil (Fuel)
3,406
2,892
2,966
2,624
Fertilizer
243
156
69
35
Cement
3,044
3,488
3,143
2,974
Coal
8,552
8,942
8,542
10,926
Plantation Products
472
532
644
645
Containers
445
476
271
266
Sand
80
44
29
29
Others
1,086
953
1,087
1,765
Total
17,328
17,483
16,751
19,264
Source: Annual Statistics Book 2009. Ministry of Transportation. 2010
2009
2,470
4
2,750
11,030
1,038
111
28
1,032
18,463
(3) Air Transportation
The aviation industry has enjoyed steady domestic and international growth after the recovery from
the global economic crisis in 2007. This has been particularly true in the last two years. The number
of international passengers increased by two-fold in 2009 compared to that in 2003. The number of
trips made for international flights increased by 1.5 times in the same period, while the volume of
cargo either did not change much or decreased by as little as 6% in 2009, compared to that in 2003.
With the current airport developments in many provinces, the new airport development plans, and the
geographic characteristics of Indonesia as an archipelago, it is anticipated that the demands for
passenger and cargo will increase, particularly once low- to middle-income families have more
purchasing power in the future.
Table 1-9 Domestic and International Air Traffic in Indonesia (2003 – 2009)
Unit
Aircraft
- International
- Domestic
Passenger
- International
- Domestic
Carog
- International
- Domestic
trip
person-trip
ton
2003
774,820
82,325
692,495
51,213,023
8,687,809
42,525,214
600,854
230,349
370,505
2004
999,711
108,714
890,997
70,698,796
10,952,841
59,745,955
718,089
232,541
485,548
2005
1,006,222
112,525
893,697
67,644,009
11,858,358
55,785,651
725,961
230,032
495,929
2006
1,058,747
112,063
946,684
81,057,687
11,697,977
69,359,710
770,387
249,243
521,144
2007
1,005,682
97,377
908,305
88,924,776
13,370,874
75,553,902
894,943
322,868
572,075
2008
871,777
112,041
759,736
92,047,571
14,852,474
77,195,097
951,682
319,995
631,687
2009
1,146,383
123,946
1,022,437
105,378,884
16,313,295
89,065,589
891,026
290,947
600,079
Source: Domestic Air Traffic Indonesia 2003-2009, International Air Traffic Indonesia 2003-2009.
http://www.bps.go.id/index.php. Central Statistics Agency
The enactment of Law No. 1 in 2009, or the Aviation Law, ushered the recent changes in air
transportation. The significant changes included a major policy change touching on airport operators
whereby private companies are now allowed to manage airports and compete with current operators
which commonly are state-owned companies. Under the new law, many airport operations are
expected to be transferred from the Directorate General of Civil Aviation to the private sector and from
the Ministry of Transportation to the local governments. Airport operations could even be a joint effort
between a private firm and a local government unit under PPP schemes. One such successful
1-5
example is the new airport in Lombok, West Nusa Tenggara province. Eighty percent (80%) of the
fund used to build the new airport came from the private sector while the remaining 20% came from
the local government.
(4) Maritime Transportation
Composed of 17,000 islands, Indonesia is the world’s largest archipelagic nation. Because of its
fragmented landmass, maritime transportation plays a vital role in the country’s economy and
development, especially in the aspect of inland and international transportation of people, goods, and
services. Figure 1-1 shows the increasing transaction volume in the past five years for domestic and
international cargos, especially for domestic cargo. A plateau in the growth of the volume on
international transactions after 2007 until the current date is ascribed to the impact of the global
financial crisis. However, as the domestic cargo volume shows, the crisis did not significantly affect
the domestic market, further showing that Indonesia is one of the countries least affected by the
financial crisis.
Figure 1-1 Inter-island and International Cargo Volumes (2000–2009) (Unit: ‘000 ton)
1,000,000
800,000
600,000
Domestic
400,000
200,000
International
0
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
Domestic
International
Total
Source: Inter Island and International Cargo Loading and Unloading Indonesia 1988-2009 (000 tons).
http://www.bps.go.id/index.php. Central Statistics Agency
Indonesia’s maritime fleet has also increased in the past years along with the rise of the country’s
transaction cargo volumes. Table 1-10 shows the number of ships by ownership. In total its
maritime fleet has increased by 14% in the past five years. On the other hand, the national ownership
increased by more than 50% in the same period mainly due to the government policy increasing the
capacity of inter-island transaction volume by maritime transportation. Although the number of fleet
and cargo volume steadily increased and took more share of domestic cargo transportation, a major
constraint for ship transportation is insufficient infrastructure and operating capacity at major ports
throughout the country. The limited capacity in port facilities is causing congestion in operation,
loading and unloading, and has led to logistical delays.
1-6
Table 1-10 Number of Ships by Ownership
2005
2006
2007
2008
2009
National
6,012
6,428
7,154
8,165
9,164
Foreign Charter
1,955
1,488
1,154
977
865
Foreign
6,520
6,594
6,540
6,616
6,510
Total
14,487
14,470
14,848
15,758
16,539
Source: Annual Statistics Book 2009. Ministry of Transportation. 2010
Another major issue in maritime transportation is dilapidated vessels. Since shipbuilding industry is
still in a primitive stage in Indonesia, the country must rely mostly on imported second-hand vessels.
Because of this practice almost 40% of the country’s maritime fleet are composed of vessels that are
still being operated even though they have already reached the 25-year durable age limit.
Figure 1-2 Vessel Age in Indonesia (2008)
140
38%
62%
120
Number of Vessels
100
80
60
40
20
0
0
2
4
6
8
10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44
Age
GenCargo
Container
Bulk
Source: Data Collection Survey on Priority Sectors and Developmental Issues in the Republic of
Indonesia. JICA. March 2010.
1.3 Target Areas’ Status
(1) Banten Province
Banten province is one of the expansion areas that used to be a residential area of Jawa Barat (West
Java) province. It became a province by virtue of Law No. 23/2000. Banten province currently
consists of four regencies(Pandeglang regency, Lebak regency, Tangerang regency and Serang
regency) and four municipalities (Cilegon municipality, Tangerang municipality, Serang municipality
and Tangerang Selatan municipality). Banten province lies between 5º7'50" and 7º1'11" south
1-7
latitude and 105º1'11" and 106º7'12" east longitude.
It is located on the western tip of Java Island and provincial capital (Seran) is about 70 km from DKI
Jakarta. It has a total area of 9,662.92 km2 or about 0.51 percent of the total area of Indonesia. It shares
borders with the province of DKI Jakarta and Jawa Barat to the east, the Java Sea to the north, the
Indian Ocean to the south, and the Sunda Strait to the west. Thus, Banten province has a strategic
position as a connecting land between Java and Sumatra Island, which lies across Sunda Strait. The
municipality of Tangerang Selatan has now become the hinterland of DKI Jakarta.
The total population of Banten province from year to year is constantly increasing. In 2000, the
population numbered 8.10 million, increasing to 9.78 million in 2009 at an average of 2.1 percent per
year. When compared with that year’s projected population for Indonesia, which is 231.37 million,
Banten’s population accounted for 4.20 percent of the total population of the country. This made
Banten the fifth most populous province in Indonesia. In 2009, Banten was also one of the four large
provinces with the densest population. Its density level reached 1,085 inhabitants per km2. The total
labor force in Banten province reached 4.36 million people in 2009 from 4.33 million the previous
year, or an increase of 31,785 people.
Banten’s economy in 2009 faced a tough challenge, mainly due to the financial and economic crises
which spread globally since 2008 with its maximum impact felt that year. As a result, the economy
slowed down and foreign demand weakened, adversely affecting Banten’s capacity in the supply side,
especially in its manufacturing sector.
On the demand side, from the total GRDP of Banten amounting to INR133.05 trillion, 59.49 percent is
accounted for by household consumption; 31.65 percent by gross fixed capital formation; 4.80 percent
of the expenditure components government's 6.89 percent and the remainder of the component stock
changes and net export components. Therefore, it can be said that the economic growth of Banten is
driven by domestic household consumption.
In real terms, Banten’s economy in 2009 grew by 4.69 percent, which was lower than in 2008, when
the country posted a 5.77 percent growth rate. The slow growth of the supply side was due to the
slowdown in growth in most economic sectors, especially manufacturing as well as trade, hotels and
restaurants, which grew by 1.50 percent and 6.51 percent, respectively, as a result of the weakening of
foreign demand and sluggish demand for investment. Manufacturing and trade/ hotels/ restaurants
sectors are the dominant economic sectors in Banten with their respective shares of 43.17 percent and
20.79 percent.
The manufacturing and trade/ hotel/ restaurant sector are concentrated in Tangerang municipality,
Tangerang regency and Cilegon municipality. Thus, Banten’s GRDP is dominated by these areas. In
1-8
2009, these same regency and municipalities shared 34.94 percent, 21.75 percent and 14.15 percent to
the nominal GRDP of Banten. The rest which amounted to 29.16 percent came from Serang regency,
Tangerang Selatan municipality, Pandeglang regency, Lebak regency and Serang regency.
Meanwhile, in terms of growth, Tangerang Selatan municipality became the fastest regional economic
growth center that reached 8.49 percent and the slowest one was Serang regency which only grew by
3.18 percent. Meanwhile, Tangerang municipality, Tangerang regency and Cilegon municipality each
grew by 5.74 percent, 4.40 percent and 4.84 percent.
The GDRP per capita in Banten was 11.41 million rupiahs in 2007, increasing to 12.76 million
rupiahs in 2008. Compared to other regencies and municipalities, the GDRP per capita of Banten
ranked the highest at 52.43 million rupiahs.
In 2008, the regency with a higher GDRP growth rate
than that of the province were Cilegon and Tangerang (29.18 million rupiahs).
Table 1-11 Distribution of Banten Province GRDP at Current Market Prices by Industrial Origin
(million rupiahs), 2007-2009
Type of Industry
2007
2008
2009
5,242,350.48
5,408,861.73
5,641,900.50
69,292.77
79,151.12
90,195.51
31,496,751.75
32,225,075.20
32,707,531.26
Electricity, gas ,water supply
2,629,581.32
2,805,792.50
2,922,549.08
Construction
1,880,273.94
2,010,388.56
2,204,523.41
12,800,800.86
14,202,996.50
15,127,918.26
Transportation & Communication
5,780,569.93
6,200,675.31
6,877,187.61
Finance, Real estate, Business Sv.
2,138,061.77
2,489,875.78
2,822,560.19
Services
3,009,092.96
3,380,093.59
3,636,754.80
65,046,775.77
68,802,910.30
72,031,120.61
Agriculture
Mining & Quarrying
Manufacturing Industry
Trade, Hotel, Restaurants
TOTAL GRDP
Source: Banten Dalam Angka 2010
1-9
Table 1-12 Banten Province GRDP at Current Market Prices by Regency/Municipality
(million rupiahs), 2007-2009
2007
2008
2009
Regency
Pandeglang
6,122,594.25
6,939,119.48
7,465,228.79
Lebak
6,029,385.22
6,749,770.68
7,279,724.71
25,305,220.70
28,270,740.50
30,707,143.77
9,846,646.45
10,729,727.43
11,497,791.59
Tangerang
39,354,584.22
44,688,729.38
49,330,670.42
Cilegon
16,038,683.42
18,013,859.12
19,982,129.65
Serang
3,884,487.47
4,354,137.96
4,806,605.82
Tangerang Selatan
7,649,549.15
8,931,176.87
10,127,849.79
114,231,150.88
128,677,261.42
141,197,144.54
Tangerang
Serang
City/Municipality
Total (8)
Source: Banten Dalam Angka 2010
(2) Lampung Province
Geographically, Lampung is located between 103º0’40" and 105º0’50" east longitude and from
6º0’45" to 3º0’45" south latitude. The northern boundary of Lampung is Sumatera Selatan and
Bengkulu, the southern boundary is Sunda Strait, the eastern boundary is Java Sea, and the western
boundary is the Indonesia Ocean. Lampung has a total area of 3,528,835 hectares. Lampung Barat is
the largest area in Lampung province (495,040 hectares), while Metro is the smallest (6,179 hectares).
Based on data from the Public Work service, Lampung province has five river basins, namely Tulang
Bawang river basin, Mesuji river basin, Seputih river basin, Sekampung river basin, and Semangka
river basin. Rivers and streams have a potential that can be utilized and preserved.
Based on data
from the National Land Agency, Lampung province has more than 150 islands, both large and small.
These islands have the potential to improve the welfare of the people of Lampung. It is commonly
known for its geological instability in terms of earthquakes and volcanoes.
The western part of Lampung province is mountainous and known as “Bukit Barisan” meaning
mountain range, with some parts at more than 1,500 m above sea level. The center of the province is
hilly, while wetlands and peat characterize the eastern portion. Agricultural areas for palm oil,
cassava, sugar cane, coffee, and rubber are located in the center of Lampung province.
In 2008, the population of Lampung province was 7,391,128. Population density showed an
imbalance: Compared to the regency, the municipality’s population density was generally higher. The
population density of Bandar Lampung, for example, reached 4,320 per square kilometer, while Metro
accommodated 2,205 persons per square kilometer. In contrast, the population density in some
1-10
regency is below 500 per square kilometer. In Lampung Barat, population density is only 81 per
square kilometer.
Lampung province has three seaports, namely, Panjang seaport, Srengsem seaport, and Bakauheni
seaport. Panjang Seaport handles goods. The Srengsem Seaport is used exclusively to export molasses,
and the Bakauheni Seaport is used for passengers, goods, and vehicles. In 2009, the number of
passengers passing through Merak-Bakauheni used both ro-ro ships and speed boats but the latter
declined compared to 2008. On the other hand, the number of crossing vehicles increased.
Table 1-13 Number of Passengers and Vehicles/Cars through Merak-Bakauheni Ferry Route
Merak-Bakauheni
2007
2008
Passengers (prs)
14,585,873
16,363,319
Vehicles/Cars (unit)
2,750,846
3,123,688
Source: Statistik Perhubungan 2008 Table A.1.2.04-06
Based on Lampung’s GRDP at 2000 constant prices, the economic growth of the province for the past
three years increased. In 2009, the economic growth of Lampung increased by 5.07 per cent. This
figure is lower compared to the 5.26 percent posted in 2008.
In 2008, majority of the economic sectors in Lampung province experienced positive growth except
for mining which experienced a negative growth of -9.21 per cent. In the past years, the financial
sector, rental and business service sector had the highest growth at 12.91 percent, followed by
transportation and communications which increased by 11.25 percent. The trade, restaurant and hotel
sector is in third place with 6.95 percent growth rate.
For the past three years, the industrial structure was dominated by three main sectors of the economy,
namely, agricultural sector; trade, restaurant, and hotel sector; and manufacturing sector. Based on the
GRDP’s of Lampung province in 2009, the share of this agricultural sector is 34,381.8 billion rupiah
(38.93 per cent). Meanwhile, the manufacturing sector is 12,423 billion rupiah (14,07 Percent).
By expenditure, the largest share in Lampung’s GDRP was spent in 2007-2009 on household
consumption and foreign trade. In 2009, the total household consumption was 51,414 billion rupiah or
about 58.21 percent of the total GRDP. This is followed by export and import at 29.63 percent.
During the period 2006-2009, the GDRP per capita in Lampung based on current prices increased. In
2006, it was 6.811 million rupiahs, increasing to 10.08 million rupiahs in 2008. Compared to other
regencies and municipalities, the GDRP per capita of Bandar Lampung ranked the highest at 20.48
million rupiahs. In 2008, the regency with a higher GDRP growth rate than that of the province were
Bandar Lampung, Tanggamus, Tulang Bawang, Lampung Tengah, Lampung Utara, and Lampung
1-11
Barat and Metro, while the other regency/municipality have growth rate lower than province’s growth.
The highest growth rate occurred within Tulang Bawang regency (6.98 percent). This was followed by
Bandar Lampung with 6.01 percent. Way Kanan Regency had the lowest growth rate with 4.38
percent.
Table 1-14 Distribution of Lampung Province GRDP at Current Market Prices by Industrial Origin
(hundred million rupiahs), 2007-2009
Type of Industry
Agriculture
2007
2008
2009
227,329
287,738
343,818
Mining & Quarring
21,901
23,066
17,800
Manufacturing Industry
83,139
97,265
124,230
4,012
4,415
4,127
Construction
30,790
32,782
37,428
Trade, Hotel, Restaurants
87,147
101,589
120,462
Transportation & Communication
50,948
66,601
87,976
Finance, Real estate, Business Sv.
3 6,651
47,729
57,126
Services
67,298
83,716
90,253
609,219
744,905
883,224
Electricity, gas ,water supply
TOTAL GRDP
Source: Lampung Dalam Angka 2010
1-12
Table 1-15 Lampung Province GRDP at Current Market Prices by Regency/Municipality
(million rupiahs), 2007-2009
2007
2008
2009
Regency
Lampung Barat
1,886,393
2,252,210
2,527,773
Tanggamus
4,785,848
5,681,752
4,167,827
Lampung Selatan
6,087,585
7,248,902
9,108,034
Lampung Timur
7,157,048
8,177,979
8,958,866
Lampung Tengah
9,193,036
11,092,671
13,635,156
Lampung Utara
4,812,148
5,771,034
7,111,438
Way Kanan
2,084,552
2,586,367
2,425,569
Tulang Bawang
7,921,438
10,129,195
5,819,800
Pesawaran
2,766,724
3,317,681
4,119,305
Pringsewu
-
-
2,509,773
Tulang Bawang Barat
-
-
2,844,919
Mesuji
-
-
2,833,526
Municipality
Bandar Lampung
Metro
10,525,658
13,437,169
17,067,998
756,550
869,206
1,017,101
Source: Lampung Dalam Angka 2010
1-13
1-14
Chapter 2
Study Methodologies
Reproduction Prohibited
2.1 Study Contents
This study is aimed at summarizing the previous researches about Sunda Strait Bridge and the
regional development around Banten and Lampung. We also studied social and economic situations,
including local organizations, legal systems, industries, distribution, transportation, urban
development, and land use.
Actually, we summarized development plans with reference to national and regional development
plans, economic corridor plans, national and provincial space plans (Banten and Lampung).
2.2 Study Methodologies and System
(1) Study method
By collecting and summarizing existing reference materials and interviewing related institutions, we
put together national and regional development plans, economic corridor plans, national and
provincial space plans (Banten and Lampung), to grasp the current situation and clarify problems.
Based on existing data, we grasped the current situations of distribution and flow of people and needs
at transportation and traffic centers, the current situation of trade between the Java and Sumatra, the
current situation, needs, and trend of industrial development, etc. (without field surveys, such as
measurements).
The following institutions are the inteviewing targets.
・Central governments: BAPPENAS, Economic Coordination Minister Office, Public Project
Ministry
・Local governments: BAPPEDA in Banten and Lampung, Public Project Bureau
・Private sector: Japanese firms and logistics companies, etc.
We collected mainly the following reference materials:
・National development plans (medium-term and long-term plans)
・Regional (provincial) development plans (medium-term and long-term plans), national space
plans, and provincial space plans
・Sunda Strait Bridge-related references: pre-feasibility study by BSM
(2) System
Each study team was composed of the following members, and researched bridges, regional
development, industrial complexes, ports, roads, railways, and energy.
2-1
Fig.2-1: System table
2.3 Study Schedule
(1) Schedule
Studies were conducted in accordance with the following schedule.
Fig.2-2: Schedule
2011
Jul
Aug
Sep
Work in Japan
Current situation study
Development strategy
Project scheme
Economic/social effects
Environmental preservation
Project development
Reports
Field surveys
Current situation study
Field interview 1
Field interview 2
Field reports
2-2
Oct
Nov
Dec
2012
Jan
Feb
(2) Results of field surveys
1) First field survey (2011/8/22-2011/08/26)
The results of the field survey are shown below.
Table 2-1: First field survey
Date
Destination
Participants
Survey results
・Researched railroad plans in the Sumatra
08/22 PT. INKA
PT. INKA,
08/23 Economic Coordination
Economic Coordination
JGC
Minister Office
08/23 Melac and Bakauheni
・Researched the organization, etc. of Economic
Minister Office
Coordination Minister Office
Nippon Koei
・Grasped the situation of presidential orders
・Surveyed the situation of ferries at Melac and
JGC
Bakauheni ports
08/24 Space Planning Bureau of
Public Project Ministry
Space Planning Bureau of
・ Researched the projects of Public Project
Public Project Ministry
Ministry regarding Sunda Strait Bridge
Nippon Koei
・ Collected the space plans (provincial
ordinances) in Banten
08/24 BAPPEDA BANTEN
・Interviewed about the situation of Sunda Strait
BAPPEDA,
Nippon Koei
Bridge
・Collected the space plans in Banten
08/24 Kirin Mion Foods
Kirin Mion Foods
JGC
08/24 BAPPEDA LAMPUNG
08/25 Public Project Ministry
(Specialist Ikeda)
・Interviewed about the establishment of Japanese
companies in each region
BAPPEDA,
・Interviewed about the situation of presidential
JGC
orders and development plans around Lampung
Public Project Ministry,
・Interviewed Public Project Ministry about the
Nippon Koei, JGC
situation of Sunda Strait Bridge
08/25 JICA
JICA,
・Interviewed about local information
08/25 Nippon Steel
Nippon Steel,
・Interviewed about local information
JGC
・Interviewed about Krakatau
MCI,
・Interviewed about local information
JGC
08/25 MCI
JGC
08/26 General Road Bureau of
Public Project Ministry
08/26 BAPPENAS
08/26 Oriental Consultants
Public Project Ministry,
・Researched the situation of Indonesia’s
Nippon Koei
preparation for Sunda Strait Bridge
BAPPENAS,
・Researched the situation of Indonesia’s
Nippon Koei
preparation for Sunda Strait Bridge
Oriental Consultants,
・Interviewed about local information
JGC
08/26 Japanese Embassy
Japanese Embassy,
・Interviewed about local information
JGC
08/26 Nippon Koei
・Interviewed about local information
Nippon Koei,
JGC
2) Second field survey (2011/9/21-2011/09/30)
The results of the field survey are shown below.
2-3
Table 2-2: Second field survey
Date
Destination
09/21 MCI
Participants
Survey results
・Interviewed about local information.
MCI,
Oriental Consultants, JGC
09/22 Krakatau
09/22 BAPPEDA BANTEN
Krakatau, Nippon Steel,
・Interviewed about industrial complexes in
Oriental Consultants, JGC
Krakatau
BAPPEDA,
・Interviewed about the situation of presidential
Oriental Consultants, JGC
orders and regional development plans around
Banten.
09/23 Economic Coordination
Minister Office (Mr. Tulus)
Economic Coordination
・Researched the situation of presidential orders
Minister Office,
Oriental Consultants, JGC
・Interviewed about local information.
09/23 JETRO
JETRO,
09/24 METRO, WAYKAMBAS,
Oriental Consultants, JGC
Oriental Consultants, JGC
KALIANDA
・Surveyed the development situations of
METRO, WAYKAMBAS，and KALIANDA, and
infrastructure
09/25 Panjang Port and the
Oriental Consultants, JGC
southern area of Bandar
・Researched the situations of Panjang Port and
the southern area of Bandar Lampung
Lampung
09/26 BAPPEDA LAMPUNG (Mr. BAPPEDA LAMPUNG,
Fahrizal et al.)
09/26 Toyota Bio Indonesia
・Interviewed about the situation of presidential
VPI, Oriental Consultants,
orders and regional development plans around
JGC
Lampung
Toyota Bio Indonesia,
・Researched the situation of Japanese companies
VPI, Oriental Consultants,
in the region
JGC
09/26 Regional Transport and
Traffic Planning Bureau
DINAS Perhubungan,
・Surveyed the port development plans in
Oriental Consultants
Lampung
・Surveyed the OD investigation
(DINAS Perhubungan)
09/26 PELINDO II (Panjang Port) PELINDO II (Panjang Port),
09/27 PT. SANKYU
・Researched the current situation and
Oriental Consultants
development plans of Panjang Port
PT. SANKYU,
・Researched the situation of Japanese companies
Oriental Consultants, JGC
in the region
・Researched the current situation of distribution
in Banten
09/27 PT. ASAHIMASU
Asahi-mas in Cilegon
・Researched the situation of Japanese companies
in the region
09/27 BAPPENAS (Mr. Bastary)
・Researched the situation of presidential orders
BAPPENAS,
VPI, Oriental Consultants,
JGC
09/27 General Maritime Bureau
(DGST)
09/28 Cilegon, Bojonegara, and
DGST,
・Researched the port development related to
Oriental Consultants
Sunda Strait Bridge in Lampung and Banten
Oriental Consultants, JGC
・Researched the situations of industrial
Anyer
complexes in Cilegon, and the development of
Bojonegara and Anyer
09/28 General Railway Bureau
(DGR)
09/29 BAPPEDA BANTEN
・Researched the development of Serpong Line
DGR,
Oriental Consultants
BAPPEDA BANTEN,
・Researched the development related to Sunda
Oriental Consultants
Strait Bridge in Banten
2-4
Date
Destination
09/29 Land Transport Association
(Organda)
Participants
Survey results
Organda,
・Surveyed the current situation of
Oriental Consultants
JABODETABEK and the cargo transportation in
South Sumatra
09/30 General Land Transport
(DGLT)
DGLT,
・Researched the development of Sunda Strait
Oriental Consultants
Bridge and the ferry between Merak and
Bakauheni.
3) Third field survey (2011/11/25-2011/12/02)
The results of the field survey are shown below.
Table 2-3: Third field survey
Date
Destination
11/25 Public Project Ministry
(Ikeda Specialist)
Participants
Survey results
Public Project Ministry,
・Researched the situation of development of
Nippon Steel, Oriental
Sunda Strait Bridge
Consultants, JGC
11/26 Coast reconnaissance around Nippon Steel, Oriental
Anyer Beach
11/27 Marine survey with boats
11/30 Road Research Institute
・Coast survey around Anyer
Consultants, JGC
Nippon Steel, Oriental
・Surveyed the site of Sunda Strait Bridge from
Consultants, JGC
the sea
Road Research Institute,
・Researched Sunda Strait Bridge
Oriental Consultants
・Researched the assessment situation of Sunda
12/01 FUGRO (marine geological FUGRO,
Oriental Consultants
Strait Bridge
12/01 JICA
survey company)
JICA,
・Surveyed and reported local information
12/02 Public Project Ministry
Oriental Consultants
Oriental Consultants
(Ikeda Specialist)
・Reported the assessment situation and conducted
interviews again
4) First field report (2011/12/20-2011/12/21)
The results of the field survey and presentation are shown below.
Table 2-4: First field report
Date
Destination
Participants
12/20 Public Project Ministry (vice Public Project Ministry,
minister)
Ministry of Economy, Trade
Survey results
・The Japanese government conducted
presentations to Public Project Ministry
and Industry, JGC
12/21 MCI
・Interviewed about local information.
MCI,
JGC
2-5
5) Second field report (2012/01/16-2011/01/19)
The results of the final field report are shown below.
Table 2-5：Second field report
Date
Destination
Participants
01/17 Public Project Ministry (vice Public Project Ministry,
minister)
Ministry of Economy, Trade
Survey results
・The Japanese government conducted
presentations to Public Project Ministry
and Industry, JGC
01/18 BAPPEDA BANTEN
BAPPEDA BANTEN, JGC
・JGC elucidated survey results for BAPPEDA
BANTEN.
01/19 BAPPEDA LAMPUNG
BAPPEDA LAMPUNG, JGC ・JGC elucidated survey results for BAPPEDA
LAMPUNG.
2-6
Chapter 3
Justification, Objectives and Technical Feasibility of
the Project
Reproduction Prohibited
3.1 Overall
3.1.1 Background and Necessity of the Project
(1) Background
In recent years, Indonesia has had high economic growth at around 6%, with concentration of the
economy in the Jakarta area, regional imbalance of energy resources and increasing economic
disparity between the capital region and rural areas becoming issues. In order to achieve further
economic growth in the future, it has become more important to use latent potential within the country
and make economic linkages between wider economic regions based on the Indonesia Economic
Development Corridors (IEDC) plan.
The IEDC plan in Indonesia was arranged with support from the Japanese government, and it has been
decided to proceed with the construction of the Sunda Strait Bridge from the Domestic Connectivity
menu of the IEDC. Therefore cooperation and participation in this project is consistent with the
topics of political discussions between Japanese and Indonesian governments up to this point, and
continuing support is not only highly valuable, but also has the chance of providing Japanese
businesses with meaningful and significant business opportunities.
The roads around the industrial areas in Merak and Anyer, where many Japanese businesses operate,
are in poor condition due to heat, torrential rains, heavy vehicle traffic and poor maintenance, with
frequent traffic jams. For Merak harbour, it has become common for freight trucks to have to wait
several days, making improving area infrastructure an urgent issue. Once this project is completed, it
will not only contribute to the growth of existing Japanese businesses currently plagued by unreliable
logistics, but will also encourage new Japanese businesses to expand to areas on both islands around
the bridge.
Considering the situation, the importance of the Sunda Strait Bridge to connect Java and Sumatra has
been pointed out for some time and with the announcement of Pre-feasibility study results in 2009 by
Lampung and Banten provinces which are located on each coast, organizations have been created in
the central government to work towards beginning construction.
With the cost of bridge construction said to require investment of a massive sum of 2 trillion yen, the
cost is not something that can be covered by the Indonesian government and local corporations, so
participation by multiple governments and private companies is a prerequisite. Currently Chinese
companies are showing significant interest in this project, and are aggressively approaching to the
Indonesian side, making it urgent that Japanese businesses and government start appealing their case
as well. Also, due to the difficulty of recovering investment costs from bridge tolls alone, it has been
suggested that the project should be carried out strategically by including regional development in the
3.1-1
area.
(2) Interchange between Sumatra Island and Java Island
The current status of interchange between Sumatra Island and Java Island is analysed using the
National Transport OD survey (Asal Tujuan Transportasi Nasional (ATTN) in Indonesian)
conducted by the MOT in 2006. The number of passengers and cargo volume by origin and
destination has been investigated every five years in the survey with the latest survey being
conducted during this study.
1) Cargo
The cargo volume from Sumatra Island to Java Island is approximately 260 million tons per year.
The volume from Java Island to Sumatra Island is approximately 117 million tons per year. The
cargo from Lampung province to West Java province mainly flows through this area and is
approximately 79 million ton per year, which accounts for 20 percent of the cargo volume between
Sumatra Island and Java Island.
Table3.1-1: Cargo Flow between Sumatra Island and Java Island in 2006
Unit: Thousand Tons
Jawa
Origin / Destination
Banten
DKI Jakarta
Jawa Barat
Others in Jawa
Sub-total in Jawa
Lampung
Sumatra Sumatera Selatan
Others in Sumatra
Sub-total in Sumatra
Others
Total
Jawa
Banten
115,672
78,819
171,034
90,847
456,372
17,644
2,154
28,566
48,364
2,292
507,028
DKI Jakarta Jawa Barat
83,323
185,943
263,349
60,590
593,205
12,275
1,757
20,297
34,329
2,792
630,326
165,649
280,180
1,446,281
414,624
2,306,734
39,139
4,543
47,884
91,566
10,056
2,408,356
Others in
Jawa
127,396
62,352
497,641
3,804,671
4,492,060
32,372
2,487
50,495
85,354
37,508
4,614,922
Sub-total
in Jawa
Lampung
492,040
607,294
2,378,305
4,370,732
7,848,371
101,430
10,941
147,242
259,613
52,648
8,160,632
2,415
1,426
39,697
569
44,107
18,972
14,247
12,254
45,473
2,539
92,119
Sumatra
Sumatera
Selatan
3,151
2,705
8,210
6,259
20,325
22,469
34,363
20,402
77,234
4,977
102,536
Sub-total
Others in
in Sumatra
Sumatra
7,513
13,079
5,576
9,707
25,540
73,447
14,248
21,076
52,877
117,309
40,155
81,596
24,208
72,818
411,205
443,861
475,568
598,275
25,348
32,864
553,793
748,448
Others
3,546
1,896
13,077
52,186
70,705
3,934
928
20,953
25,815
354,329
450,849
( Source: METI Study Team, based on the National Transportation OD Survey in 2006 )
3.1-2
Total
508,665
618,897
2,464,829
4,443,994
8,036,385
186,960
84,687
612,056
883,703
439,841
9,359,929
Fig.3.1-1: Cargo Flow between Sumatra Island and Java Island in 2006
( Source: METI Study Team, based on the National Transportation OD Survey in 2006 )
2)
Passengers
The main passenger flow is the flow between islands. The passengers from Sumatra Island to Java
Island number approximately 70 million persons per year. The number of passengers travelling from
Java Island to Sumatra Island is 132 million persons per year.
Table 3.1-2: Passenger Flow between Sumatra Island and Java Island in 2006
Unit: Thousand Persons
Jawa
Origin / Destination
Banten
DKI Jakarta
Jawa Barat
Others in Jawa
Sub-total in Jawa
Lampung
Sumatra
Sumatera Selatan
Others in Sumatra
Sub-total in Sumatra
Others
Total
Jawa
Banten
22,187
1,014
30,453
21,351
75,005
3,128
2,925
2,695
8,748
1,497
85,250
DKI Jakarta Jawa Barat
14,604
178,182
48,919
11,708
253,413
2,114
2,368
2,867
7,349
1,060
261,822
30,453
141,415
262,834
89,655
524,357
7,195
9,339
9,243
25,777
6,163
556,297
Others in
Jawa
23,082
32,272
89,364
718,684
863,402
5,832
9,813
11,945
27,590
22,567
913,559
Sub-total
in Jawa
Lampung
90,326
352,883
431,570
841,398
1,716,177
18,269
24,445
26,750
69,464
31,287
1,816,928
3,128
1,114
7,195
5,835
17,272
3,482
4,166
2,336
9,984
1,979
29,235
Sumatra
Sumatera
Selatan
2,925
350
9,334
10,035
22,644
4,166
10,232
4,335
18,733
2,277
43,654
Sub-total
Others in
in Sumatra
Sumatra
11,662
17,715
3,158
4,622
30,604
47,133
47,093
62,963
92,517
132,433
7,329
14,977
10,562
24,960
27,028
33,699
44,919
73,636
13,276
17,532
150,712
223,601
Total
Others
3,245
3,247
16,049
64,775
87,316
1,878
4,060
5,707
11,645
109,194
208,155
111,286
360,752
494,752
969,136
1,935,926
35,124
53,465
66,156
154,745
158,013
2,248,684
( Source: METI Study Team, based on the National Transportation OD Survey in 2006 )
3.1-3
Fig.3.1-2: Passenger flow between Sumatra Island and Java Island in 2006
( Source: METI Study Team, based on the National Transportation OD Survey in 2006 )
(3)
Merak Bakauheni Ferry Terminal
Present conditions of Meark and Bakauheni Ferry terminal facilities are as shown in Fig.3.1-3. Ferry
operations are conducting with five (5) berths in both terminals of Merak and Bakauheni (partially
under construction) and 33 Ro-Ro ships at present. Table 3.1-3 shows the latest two (2) years traffic
volume between Merak and Bakauheni terminals. Based on the table, it can be read that about 8,000
4-wheel vehicles and 1,400 motor cycles are transported (both directions) by average 74-time trips by
Ro-Ro ships per day in 2010. The current traffic volume of Merak and Bakauheni terminals are
mostly full capacity of the facilities, therefore, improvement of the facilities and/or operations coping
with the expected future traffic demands are most important subject at present. This matter will be
discussed later.
3.1-4
Fig. 3.1-3: Present Conditions of Merak and Bakauheni Ferry Terminals
(Data Source: DGST)
Table 3.1-3: Traffic Volume of Merak and Bakauheni Ferry Terminal (Both Directions)
Year
2009
2010
Trip
(time)
52,614
54,339
Number of
Ships
(units)
33
33
Passengers
(person)
16,298,551
16,384,345
2-Wheel
Vehicle
(unit)
495,638
519,417
4-Wheel
Vehicle
(unit)
2,716,948
2,912,205
Data Source: Directorate General Land Transportation by Interview Survey
3.1.2 Studies to determine the Project specifics
(1) Interchange around the Sunda Strait
An OD survey on the Merak – Bakauheni ferry passengers was conducted in 1998 (Study of the Long
Term Development Plan for the Ferry Terminals and Routes connecting Sumatra / Java / Bali Islands,
August 2002, Pacific Consultants International). According to the survey, the passengers from Jakarta
and West Java area account for 80 percent of the passengers from Java Island. 90 percent of the
passengers from Sumatra Island come from Lampung province and South Sumatra province. The cars
from Jakarta and the West Java area account for 95–98 percent of the passengers from Java Island.
75–80 percent of the cars from Sumatra Island come from Lampung province and South Sumatra.
Based on the above survey, it is considered that the target demand for the Sunda Strait Bridge is
passengers and cargo between Jakarta DKI, West Java province, Banten province, Lampung province,
3.1-5
and South Sumatra province. Based on the National Transport OD Survey, the passengers from
Jakarta DKi and Banten province to Lampung province and South Sumatra province are 18 million
persons per year (49 thousand persons per day) and the cargo volume is 44 million tons per year (119
thousand tons per day). If West Java province is included in the Java area, passengers the from Java
area to South Sumatra area will be 51 million persons per year (140 thousand persons per day) and the
cargo volume will be 135 million tons per year (370 thousand tons per day). On the other hand, the
number of passengers using the Merak- Bakauheni ferry are 16 million persons / year as of 2010. The
Merak- Bakauheni ferry is considered to be the main transportation mode between Java Island and
Sumatra Island.
However, there is a good possibility that air passengers and long-trip sea containers will shift to motor
transport since the travel time between Sumatra Island and Java Island would be shortened by using
the Sunda Strait Bridge. Development of the South Sumatra area would also create additional demand
for the Sunda Strait Bridge. On the other hand, the Merak – Bakauheni ferry will also be used after the
construction of the Sunda Strait Bridge and it will continue to be one of the main transport modes to
travel the strait. Therefore, all of the above-mentioned passengers and cargo will not shift to motor
transport using the Sunda Strait Bridge. The number of passengers and volume of cargo flowing
between the Java and South Sumatra areas are shown in following table for reference.
Table 3.1-4: Passenger Flow between Jakarta/West Java Area and South Sumatra Area in 2006
Unit: Thousand Persons
Origin / Destinaton
Lampung, Sumatra
Selatan
Banten, DKI Jakarta
(Banten, DKI Jakarta,
Jawa Barat)
Lampung, Sumatra
Selatan
22,046
10,535
(27,069)
Banten, DKI Jakarta
(Banten, DKI Jakarata,
Jawa Barat)
7,517
(24,046)
215,987
(730,061)
Table 3.1-5: Cargo Flow between Jakarta/West Java Area and South Sumatra Area in 2006
Unit: Thousand Tons
Origin / Destinaton
Lampung, Sumatra
Selatan
Banten, DKI Jakarta
(Banten, DKI Jakarta,
Jawa Barat)
Lampung, Sumatra
Selatan
90,051
33,830
(77,512)
Banten, DKI Jakarta
(Banten, DKI Jakarata,
Jawa Barat)
9,697
(57,604)
463,757
(2,790,250)
( Source: METI Study Team, based on the National Transportation OD Survey in 2006 )
3.1-6
(2) Present condition of port transport
1)
Commercial Port
Main ports in the objective area are Panjang Port in Lampung Province, Banten, Ciwandang, Merak
Mass and Bojonegara Ports in Banten Provice. Table 3.1-6 shows cargo volume in the ports in
Lampung and Banten Provices in the year of 2006 and 2007. According to the table, about 18 million
tons in Lampung Province and about 5 million tons in Banten Provice are handled in 2007.
Table 3.1-6: Cargo Handling Volume in Lampung and Banten Provice
(Unit: ton)
Location
Lampung Province *
Banten Province *
Panjang Port**
(Lampung
Data Source:
Year
2006
2007
2006
2007
2006
2007
Unload
2,535,792
2,668,089
2,588,912
3,015,915
2,446,749
2,409,721
Interisland
Load
Total
5,022,810 7,558,602
7,826,116 10,494,205
835,994 3,424,906
1,386,402 4,402,317
5,158,747 7,605,496
5,071,573 7,481,294
International
Unload
Load
811,560 4,473,740
2,927,188 4,639,659
755,008
24,960
900,145
72,998
941,162 4,581,640
1,108,418 4,548,574
Total
5,285,300
7,566,847
779,968
973,143
5,522,802
5,656,992
Total
12,843,902
18,061,052
4,204,874
5,375,460
13,128,298
13,138,286
* Statistical Year Book of Indonesia 2008 & 2009, BPS
** Lampung in Figures 2009 & 2010, BPS and BAPPEDA Lampung
Cargo volume of Panjang port is also shown in Table 3.3-1, based on this figure, it can be evaluated
that the most of cargoes in Lampung Provice are handled in Panjang Port.
(3) Road and Rail Transport
1) Road and Rail Transport Network
The road and rail transport network in Lampung province and Banten province is shown in
following figure. There are three national roads running through the central, east and west areas of
Lampung province and the South Sumatra railway is used to transport the coal mined at Tanjung
Enim to Tarahan port. Most of the national roads in Lampung province are two-laned. However,
even though the railway is used to transport both passengers and cargo, the track capacity is small
since it’s a non-electrified single track.
In Banten province, the there is a toll road between Jakarta and Merak, national roads around
Pandeglang, and a railway from Jakarta to Merak via Ranglakasbitung. The railway transports
passengers and cargo; however, the number of trains between Rangkasbitung and Merak is few.
3.1-7
Fig.3.1-4: Road and Rail Network in Lampung Province and Banten Province
( Source: METI Study Team, based on materials from both provinces and Jasa Marga )
2) Road and Rail Development Plan
To coordinate with the Sunda Strait Bridge development plan, toll road development plans around
the area have been planned by PU, Lamoung province and Banten province. A part of the toll road
between Bakauheni and Tigger Besar is in the tendering stage.
Fig. 3.1-5: Road and Rail Development Plan in Lampung Province and Banten Province
( Source: METI Study Team, based on materials from both provinces and Jasa Marga )
3.1-8
3.1.3 Project Plan Summary
After examining what kind of project would play to Japan’s strengths, while keeping in mind a
progressive construction timeline, projects that create benefits in the short-term will also be
considered in order to help appeal to Indonesia (for instance, a short-term project to improve road and
port infrastructure (larger, faster ferries) in industrial areas as a prelude to the long-term goal of
building the bridge).
Since project costs will be extremely large, project studies will consider both yen loans and using
private-sector resources at the same time.
The projects selected in this study based on local studies and surveys of related institutions are listed
below.
Table 3.1-7: List of projects
Project
Current PJ
Plan
Goal & Uses
Target
entities
Referred
in
(local)
SSB
SSB (*)
BSM carried out Joint development to join Lampung and
preliminary study. Banten.
・BAPPENAS
・Economic
3.2
Bridge
Coordination
Minister
Office
・BAPPEDA in
Banten and
Lampung
・Public Project
Ministry
Port
Port Revamping
(*)
Lampung
New Port (*)
Port
Road
Road/ Rail
Rail
Current capacity Since the current facilities are over
is mostly full with capacity, it is vital to improve the
current port before the bridge is finished.
freight trucks.
There is a plan for
a 5th berth, but the
site is an issue.
3.3 (2)
・BAPPEDA in
Lampung
・Local
Traffic/Traffic
Planning
Bureau
・DGST
・BAPPEDA in
There is a project for a toll road
Available
(Bakauheni – Lampung).
(Provincial
Lampung
expansion project Maintenance of all roads, not just the toll ・Road Bureau of
roads, is necessary, and it is important to Public Project
exists)
create a repair plan considering life
Ministry
cycle cost.
・DGLT
・BAPPEDA in
There are projects for creating more
Available
lines and passenger lines.
(Provincial
Lampung
expansion project Maintenance is necessary for use as a
・DGR
long-range freight system.
exists)
3.3.2 (2)
None
When building the bridge, jetties will be
necessary for aquatic transportation, and
creation of a new port is necessary along
with turning the fabrication area into an
industrial area.
3.1-9
3.4
3.4
Project
Current PJ
Plan
Goal & Uses
Target
entities
Referred
in
(local)
Industrial
Township
Regional development
Industrial City,
(Fabrication
area) (*)
Some exist, but
factories are
scattered, and
local
infrastructure
such as power,
water and roads is
weak
* Provincial
project exists
None
O&M Center
None
Airport
(Lampung)
Airport with
domestic
connections
available
* Provincial
project exists
None
Airport city
Available
(Provincial
expansion project
exists)
Logistics Base
None (Provincial
project exists)
Water for SSB
（Desalination）
None
Water Supply
Available (River
available for
industrial uses)
Energy
Electricity
Other
As part of a provincial project,
maintenance of industrial areas exists.
This project will develop industrial areas
and the surrounding area as industrial
townships
・BAPPEDA in
Lampung
-
When building the bridge, areas for
fabrication and storage will be
necessary, and a main base will be made
on the Lampung side. Progressive
development as an industrial area will
also be carried out.
For operating and maintaining the
bridge, continual monitoring and
maintaining the state of the bridge is
necessary, and creating an O&M center
near the bridge is vital.
The provincial project involves turning
it into an international airport.
・BAPPEDA in
Lampung
3.5.4
・BAPPEDA in
Lampung
3.5.4.4
・BAPPEDA in
Lampung
-
In addition to adding international routes
to the Lampung Airport, developing the
area around the airport into a city is
necessary to encourage airport demand
for both people and goods.
・BAPPEDA in
Lampung
3.5.5
In addition to existing power generation,
there is a project for geothermal energy.
Considering the future large increase in
demand for power, creating more
efficient power facilities and power
network is necessary. For efficient use
of resources, geothermal and low-grade
coal power in particular should be
emphasized.
There is a provincial project to use
Terbanggi Basar as a logistics hub.
When positioning it, there is a need to
consider the surrounding infrastructure
(road, rail, airports) and production
centers.
Since water will be necessary for
construction of the SSB, facilities will
be made by RO and will be used to
provide industrial areas in the future.
With water supply being vital for
industrial areas in Lampung, having a
water source for each area is important.
・BAPPEDA in
Lampung
・PLN
3.6
・BAPPEDA in
Lampung
-
・BAPPEDA in
Lampung
-
・BAPPEDA in
Lampung
-
Banten
3.1-10
Project
Current PJ
Plan
Goal & Uses
Target
entities
Referred
in
(local)
Road/ Rail
Regional development
・BAPPEDA in
Banten
・Road Bureau
of Public
Project
Ministry
・DGLT
・BAPPEDA in
Banten
・DGR
3.4
There are industrial areas in Krakatoa
and near Cilegon. However, they
haven’t been integrated as complexes
(utilities, lending materials), and they
are also behind the curve on reduced
energy methods. For continual future
growth, they should be remade as
complexes to operate at maximum
efficiency.
As part of Jakarta growing as a
metropolitan city, a new city plan that is
greener and has reduced energy use is
vital.
・BAPPEDA in
Banten
-
・BAPPEDA in
Banten
-
Road
Available
(Provincial
expansion project
exists)
Maintenance is necessary for all roads,
not just the toll roads, and it is important
to create a repair plan considering life
cycle cost.
Rail
Available
(Provincial
expansion project
exists)
There are projects for creating more
lines and passenger lines.
Maintenance is necessary for use as a
long-range freight system.
Industrial
Complex
Available
3.4
・Krakatoa
Other
SMART City /
Eco. City
None
Water front city,
Sports city, Maja
None
* Provincial
project exists
There is a provincial project, but as
mentioned above it should be developed
as an environmentally city that
conserves energy.
・BAPPEDA in
Banten
-
Water
Available (River
available for
industrial uses)
With water supply being vital for
industrial areas, having a water source
for each area is important.
・BAPPEDA in
Banten
-
Agriculture
Available
(Existing
agriculture)
Development of agriculture and food
industries is vital not only as the
background supporting Jakarta, but also
to shift from high-energy to low-energy
production.
・BAPPEDA in
Banten
-
Food Industries
None
Tourism
Tourism development taking advantage
Around Anyer,
there are several not just of Anyer, but also proximity to
Jakarta is necessary.
hotels on
international lines
Tourist Village
New Airport
None (Project
exists)
・BAPPEDA in
Banten
-
As part of tourism development,
complex development as townships with
consideration for regional characteristics
is necessary.
・BAPPEDA in
Banten
-
The necessity of a new airport must be
studied along with tourism development.
・BAPPEDA in
Banten
-
3.1-11
(*)Project whose costs are roughly estimated
Part of the above regional development plans are already finalized by state governments, etc. or in the
process of bidding. Also, it becomes highly probable that initiators appointed based on Presidential
decree（No.86/2011）would discuss the regional development projects of areas surrounding the Sunda
Strait Bridge in their feasibility study and that results would be incorporated into the regional
development planning of Sunda Strait Bridge neighboring areas. In this case, it is highly probable that
the initiators would offset the construction costs of the Sunda Strait Bridge by profits on the sales of
the development right pertaining to the regional project, and it is decided that detailed planning would
be also explored in their feasibility study. At the present stage, therefore, it was excluded from the
targets of financial evaluation, and the current situation and the content of the existing plan were
checked.
3.1-12
3.2 Sunda Strait Bridge Plan
3.2.1 Overview
Sunda Strait Bridge Plan is the challenging project for unknown world and it will help not only the
surrounding area but also the whole Indonesia development through making the wide economical
area which spreads from Java Island to Sumatra Island. The Sunda Strait Bridge (shown below SSB)
will be multi-purpose bridge and will carry road as well as railway, electric power,
telecommunication and oil pipes.
On the other hand the SSB is the first build long span suspension bridge, which has so many item to
be overcome for realization. Those are indicated as follow:
y Long span
y Deep sea foundation
y Soft soil geology
y The project location is near to the plate boundary earthquake prone area
y The tsunami influent area
In addition to the issues mentioned above, the current lack of detailed studies necessary to design the
bridge is also a factor impeding the implementation of the SSB project.
Here this chapter shows the existing F/S of SSB construction and the necessary basic survey item for
the bridge feasibility study and shows the direction for the next step. And furthermore this chapter
shows not only the design study item but also the construction and road management study item for
implementing the life long bridge planning.
Fig.3.2-1: Plan of bridge
( Source: Indonesia Bandung Institute of Road Engineering “2008 report” )
3.2-1
3.2.2
Background and Necessity of the Project
(1) Project Scope
The figure 3.2-1 shows the planed routes by IRE (Institute of road engineering) report in 2008 , the
alignment of route is proposed various kinds of way. Now it is not clear to say but the length of the
route will be 27km for strait portion and all together approximately 28 km is the proposed planning
area.
This chapter seizes the SSB project as life cycle of bridge from construction to management as well
as existing study.
The Japanese technology can supply almost all of the required demands from
planning, design, construction and maintenance management thus every step of the bridge life
Japanese side can support this project by own experience. Therefore it can be unified the whole tone
of the project steps and can be optimized the project steps by the adapting Japanese technology.
The bridge especially the suspension bridge is the ultimate assemble of technologies, and the range
of the supply of the products is quite wide.
Here shows the details.
• The steel products are reinforced bar , thick plate, high strength wire, cast steel stainless
steel, H-shaped steel and galvanized metal, and for Aluminium, Cupper
• Chemical products are Plastic, Rubber, Vinyl, Polyethylene and styrol
• The electronic products are the lighting Illumination LED air conditioning equipment.
• The communication equipment products are bridge monitoring system traffic control
device, transmitting facility and optical fibber.
• Pavement material for road,paintings, sealing and coatings materials for anti-weathering.
Indonesian Government has a target that 90% of the products will be made in Indonesia but it can be
said that it is the challenging target from the point of view on the high technology at suspension
bridge.
Therefore Japan can contribute on the technical assistance. At the operation stage it will be
provided from Japan various kinds of products for renewal and exchange, so the future continuous
demands will be necessary.
(2) Project Background
1)
President Soehart Era
Sunda Straight Bridge plan started from 1980’s in Indonesia. The priority on Development policy
leaded the economy in Indonesia jumped up and the traffic volume between the Java and Sumatra
had extremely increased, the ferry boat capacity was doubled or tripled by ferry terminal renovation
assisted by Japan. And also Japanese experts had been sent not only tunnel as well as bridge. One
tunnel expert from Railway construction Authority to BPPT 4 years and 5 experts from
Honshu-Shikoku Bridge Authority to Ministry of Public Works 10 years were sent through JICA.
The intension of connecting two Islands had become small because the size of bridge and difficulty
3.2-2
of construction and budget. While BPPT developed Batam Island and Bintan Island and constructed
bridge between two Islands. That development delivered Resort hotels and supply water and
electricity to Singapore. But economy crisis hit Indonesia and President Soehart and Dr. Habibi step
down then the budget for public sector came down.
JICA and BPPT jointly held a seminar on tunnelling technology in 1991 in Jakarta. The main point
of that seminar was subway plan in Jakarta, the Seikan tunnel was introduced for Sunda strait plan. It
was clear that the tunnel in Indonesia was difficult because the operation of tunnel needs stable
electric power supply for drainage, evacuation of air and tunnel lightings. The planned area is near to
the huge volcano and capability of faults and the Tunami prone location, those matters leads the
conclusion of SSB difficult.
2)
President Yudoyono and after
Republic of Indonesia have been developed and jump up from developing country to middle class
country since 10 years has passed from Asia economic crisis. At 2009 the Suramado Bridge opened
for traffic as the first sea crossing long span bridge. This matter have droved the intension of bridge
between Jawa and Sumatra became reality. Thus President Yudoyono rises up the plan of Sunda
Strait Bridge for his remarkable result. His plan is based on the method of PPP as many public
infrastructure development used in the world. Besides the bridge plan have been also raised up from
Banten and Lampung provinces both are foot points for the bridge. The president Yudoyono
planed to develop economy of whole Indonesia and planed to harmonize the ultra concentrated Java
and Sumatra having rooms for development through connecting two Islands by SSB. The
Transmigration policy has been adopted for long time, but it was not effective because so many
people returned to Java island not to stay in Sumatra Island. It is necessary to reduce the population
concentration of Java Island becoming 200 million. The bridge plan also included not only traffic
infrastructure as road and railway but also telecommunications and energy pipes. The bridge will
serve as transportation and utilization for reserved resources and energy in Sumatra.
(3) Present situation
1)
Situation of Indonesia
The preliminary study has been conducted from 2009, then the basic survey has been planed, but
now basic data have not yet been obtained because the basic survey shall be conducted by
consortium. It is known that the amount of survey will be more than 15 billion yen which will be
earned by PPP frame. The survey has not yet started now because there is no sponsor for whole
project.
At 2010 Japan conducted seminars for Sunda Strait Bridge by Japanese experts through
these seminars Indonesia staff recognized the necessity of survey and Banten and Lampung
provinces are responsible for the natural conditions. In spite of the situation there have not been
responded from provinces. And the Wiratman and associates indicated the Geological structure
based on the assumption from the Topology. The assumption for the volcanic ash layer bearing
3.2-3
capacity is much higher than usual as sand layer strength which means the assumption is risky side.
The proposed bridge design includes a 150 m deep substructure, significantly deeper than that of any
existing bridge. That means the bridge plan depends on the future technology development and it is
necessary to gain data of natural condition. And it is necessary to study the structure of plate
boundary type earthquake and Tsunami study and near by faults earthquake study will be necessary
for the structure estimation.
According to the latest hearing from FUGRO (Off shore Investigation
Company) there is only one Geological survey which was surveyed by BPPT in 1991.
2) Approaches of Foreign country
There are so many approaches from foreign firms according to the documents which were collected
at this time. Especially China, he afforded system for implementation of loans by Chinese syndicate
from Indonesian booklet. However it will not turn realistic unless f/s indicates plus result or whole
scale of project estimation. There is no new technical suggestion from their presentation. There is
some gap between China or Korea and European countries, but it will be better to watch this
situation simultaneously. Table3.2-1 shows the ranking of span length of suspension bridges in the
world. So many suspension bridges were located in China.
3.2-4
Table3.2-1: Suspension bridge ranking
Rank
Bridge
Maxium span length (m)
Country
Completed year
1
Akashi-Kaikyo
1991
Japan
1998
2
Zhoushan Xihoumen
1650
China
2009
3
Great Belt East
1624
South Korea
1998
4
Gwangyang
1545
5
Runyang Yangtze River Highway
1490
6
Nanjing No.4 Yangtze River
1418
7
Humber
1410
United Kingdom
1981
8
Jiangyin Yangtze River
1385
China
1999
9
Tsing Ma
1377
China
1997
South Korea
2012
(during construction) (will be completed)
China
2005
China
2013
(during construction) (will be completed)
Norway
2013
(during construction) (will be completed)
10 Hardanger
1310
11 Verrazano-Narrows
1298
America
1964
12 Golden Gate
1280
America
1937
13 Yangluo Yangtze River
1280
China
2007
14 Hoga Kusten
1210
Sweden
1997
15 Aizhai
1176
16 Mackinac
1158
17 Ulsan Harbor Bridge
1150
18 Huangpu Zhujiang
1108
China
2008
19 Minami Bisan-seto
1100
Japan
1988
20 Fatih Sultan Mehmet(Second Bosporus)
1090
Turkey
1988
China
2012
(during construction) (will be completed)
America
1957
South Korea
2015
(during construction) (will be completed)
Japanese private companies do the bridge projects recently in the world such as Izmit bridge in
Turkey and Messina bridge in Italy.
It will be good for Indonesia to lead the bridge planning based
on long span foreseen, and that leads the results of sustainable operation for example by using high
quality Japanese products secure longer quality and lead the reduction of maintenance cost with
Japanese contribution in SSB project plan.
If SSB were to be built without the participation of Japanese companies, it will become more
difficult for Japanese companies to participate in future long bridge projects in the Asian region.
3.2-5
(4) Effectiveness and influence of this project
The area of Sunda strait will be developed a new port area for bridge construction and a new factory
for bridge construction, the area will be established as a new factory combination. And after
construction, maintenance operation needs a employment and demands for bridge facility.
the opening of bridge there should be a good connection between Java and Sumatra.
of road is much higher than that of ferry.
After
The capacity
It will be possible to expand the Jakarta metropolitan area
to Sumatra island.
For the point of influence to Japan it will be quite difficult to supply high quality products used in
bridge construction without Japanese firms. It is difficult to procure advanced materials such as high
tensile strength wire, stainless steel fabrication, and complicated cast steel, high quality treatment
machinery without Japanese companies. In case of Japanese products are used, the possibility of
adopting standards and criteria will be determined by Japanese standard like JIS.
At the time of
renewal it will be possible to supply by Japanese products.
And it will be possible to use the Japanese products for renewal or renovation. If the control system
will be many in Japanese, it is necessary to have a quality control and single assemble system.
If
the system is assembled by various parts from many countries, it will be very difficult to make
information network.
(5) Similar sample of area development by bridge
Honshu-Shikoku bridge case is described as sample of area development by bridge as hereinafter.
At the beginning, the impact of bridge connecting between two area is predicted as travelling time
reduction, merchandise area development, change of industrial structure.The area development and
bridge connection are collaboration of impact to the isolated area. Those are samples of results by
bridges. Description is given from,the aspects of following 6 factors.
1) Traffic network
2) Logistic development
3) Industrial development
4) Retail sales center
5) Tourism
6) Agriculture and Fishery
1) Traffic network
(i)
Road network
Only Chugoku highway was located far from Setouchi area which connected Kobe via Hirosima
to Yamaguchi before Setoohashi opening. Then followed Sanyo, Okayama, Yonago, Takamatsu,
Matuyama, Tokushima, highways were opened for making road network. Finally those roads
consisted of Radar network and connecting Nihonkai to Pacific ocean by Kochi highway in north
3.2-6
to south direction.
(ii) Railway
Also railway net work was closed by Seto bridges which has railway to national railway network.
This route made link to Shikoku to Chugoku as a daily travel to school or office and this means
that the residential area enlarged to Shikoku.
(iii) Aviation
Every Prefecture has its own airport in Shikoku and these airports are connected to the highway
network.
(iv) Ferry
Before the opening of bridge the ferry boat played the roll of connection of islands. The
beginning of bridge opening the ferry service had been existed, but the connect ability of road
network and toll fee reduction made the ferry closed. Therefore for the Sunda Straits Bridge
Project, there is a need to take effective acition such as clarifying objectives and the like through
discussion with government representatives, as countermeasure as described in 3.3. The
connectivity of bus service from Shikoku has been well prepared and it has been convenient for
passengers to Kansai area. The transfer to railway station has been connected in a minute and it
is sufficient for network connecting.
2) Logistics development
The private sector initiated the development of logistics. As a result network hubs of logistics have
been located at the Honshu island portion and the delivery center of newspapers have been set at
the Shikoku area.
3) Industrial development
The industrial development in Setoichi area had been implemented before bridge opening, the
manufacturing items are heavy or chemical industries. The after opening of bridge, the most
suitable industry is transport or light weight products company but these were not located.
It is a
common sense in the nation wide that the special companies belonging to the local history or
heritage have been survived. Such as high quality towel in Imabari, hand made glove in Nagao
Kagawa, high performance micro motor or air back facility in Kagawa, blue ray Diode in
Tokushima, they are world wide top sales companies.
4) Retail sales center
Retail sales shopping center are located suburban area as nation wide intensity so shopping arcade
at near station became unpopular. Those shopping center compete each other from both side of
the Seto Inland sea.
3.2-7
5) Tourism
The impact from bridge opening for tourism could not have long life, but local products which
have identification characteristics developed became popular. And it helps area development.
Such as well known Sanuki Udon which is made of special flour in Kagawa is one of the basic local
material then it became nation wide product which is not depended on short time boom.
6) Agriculture and Fishery
The added value for products of Agriculture and fishery can be raised by short cut of transport time
by bridge with cooperation of logistics. The fresh delivery of products such as Awaodri name of
chicken, the vegitables in Awaji island, the green pepper of Kochi, live delivery of fresh sea bath in
Uwajima those are established the fame in Kansai area.
Those results are proved by comparison between traffic volumes of before and after bridge opening
which are 1.7 times of passenger and 1.5 times of cargo.
There were some out of prediction matter which are industrial structure changed from heavy and
chemical industry to high performance manufacture and change of shopping district from station
arcade to suburban center, but total benefit for whole area and total sale or products raised, it is clear to
see the contribution of the Seto inland sea area.
(6) Comparisons with Other Options
The connection of tunnelling is one of the alternative methods and held the seminar as mentioned in
(2)-1) but the emotion of the tunnel has not yet arisen. The capability of using tunnel option is low
considering the maintenance, electronic fee and the disaster prevention.
Therefore at the point of maintenance stage there will be electric facility renewal such as pumping
station, evacuation system and lightings.
If any problems should occur with the electrical supply, it
would increase the risks from water entering the tunnel, either through leaking or rainwater, which
could be an issue when adapting the tunnel to Indonesia.
For the viewpoint of disaster prevention
of fire in the tunnel such as Simplon tunnel in Alps and Dover tunnel in English strait, it can be said
that it will be impossible to adapt the tunnel in Indonesia.
Here shows the comparison study of tunnel and bridge. The white line shows the bridge option and
yellow line shows the tunnel option.
3.2-8
Fig.3.2-2: Comparison of Plans
Suspension
Box Girder
I Girder
Rute
Terowongan
(Sindur)
Cable Stayed
Rute-1
(Balitbang)
Rute-2
(Wiratman)
Table3.2-2: Comparison of Tunnel and Bridge
Bridge
Tunnel
(-)
(+)
•
•
(-)
Low cost (1/5
•
B/C Ratio 1,56-2,95 •
B/C Rasio 3,22-3,40
•
High cost.
Bridge)
•
Longer distance (33 •
Shorter distance
•
Disturb “Natural
km)
(27,9 – 29,2 km)
Conservation “at
Over the sea, good
P.Sanghiang /
view.
P.Tempurung
58 km from
Krakatau
•
(+)
•
surface, no view
Loco technology
in the future may
•
expand the
capacity (shuttle
•
Under the sea
•
•
Sensitive of
May build Rest Area
sabotage
at P Sangiang/
Vehicle waits the
Tempurung
may be
Train, longer travel
•
Good safety
improved)
time (30-45min)
•
Vehicle can driving
•
Limited capacity for
traffic demand.
•
•
Electricity Train
only for bridging/
•
passing
3.2-9
•
Meramang fault at
Banten (Route-2)
•
50 – 56 Km from
Krakatau
•
Pylon height
into directly
460-520 m fsl, may
Train can running
be crushed by
into directly
plane.
Shows land/sea mark
3.2.3
Studies to determine the Project specifics
(1) Demand Forecasting
The estimation of traffic volume at the SSB bridge portion shows fig.3.2-3 done by the Ministry of
Public Works. Their estimation of traffic is maximum 180,000 per day. Usually the maximum
traffic volume is based on the one lane capacity as 30,000 per day thus their estimation will be
calculated as 6 lanes times 30,000 equals 180,000 per day.
However this figure is based on the flow
of traffic, in case of toll road the traffic volume will be governed by toll gate capacity. Usually the
capacity of one booth is maximum 8,000 per day, the toll gate space will be limited maximum 10 to 12,
so the realistic traffic volume should be 100,000 per day.
Fig.3.2-3: Estimation of traffic volume
Troffic Volume Prediction
200,000
Traffic Volume
Traffic Volume (Vehicle/Day)
180,000
160,000
140,000
120,000
100,000
80,000
60,000
40,000
20,000
0
2000
2020
2040
2060
2080
2100
2120
Year
( Source: Ministry of Public Works )
(2) Understanding and Analyzing Problems
It is not realistic to payback construction cost by only toll fee according to the sample of
Honshu-Shikoku bridges. The government support for construction cost and combination of
surrounding area development are necessary.
The item for future study to realize the bridge plan
are shown at the followings.
• Significant decrease in the cost of bridge construction
• Government support loan for bridge construction
• To reduce the interest rates of loan for the bridge construction
3.2-10
• Using profits from local development projects to supplement payments for bridge
construction costs
(3) Examination of Technical Methods
Japanese advantage for construction of steel and concrete structure is technology for reduction of
construction term, for example sitting caison method and anti-desegraded in water concrete and
prefabricated tower erection and cable erection is good for erection. Japan has painting system of
durable paint and enlengthened painting method for repaint cycle. And at operation stage Japan has
anti-corrosion system for cable and tower and girder by dehumidity equipments.
3.2.4 Project Plan Summary
(1) Basic Policy for Determining Project Specifics
From above mentioned item here it will be suggested that the toll fee decision rights will belong to
the consortium and toll fee table system is governed by consortium by law is important.
And additional suggesting item will be as follow:
• measures for shortening construction term
• avoiding low quality products which will be costful in the future
• establishing cargodistribution system for easiness of procurement of exchanging products
• to secure the equivarent traffic volume for payback the establishment of network conecting.
The traffuc jam leads decrease of traffic volime.
(2) Design Concept/ Specifications for Applicable Facilities
The existing Indonesian planning design is suitable for existing basic data. However the possibility
of changing by basic Geological foundation data is high and that will lead the significant change of
structure type. It is necessary to collect the basic foundation data in a hurry, but it will cost very high.
It is impossible the private sector would be willing to invest that much into studies.
(3) The contents of proposed project (site and project budget)
This project is a long span project from survey, design, construction to operation that means more than
100 years long. The cost of operation will be double of construction cost that leads the sustainable
management for 100 years and good performance for traffic as planned increased traffic volume in
future. The project volume should be more than several trillion yen. It will be better to contribute
the operation by Japanese experience; the maintenance level of this bridge will be far high from
Indonesian maintenance performance.
(4) Issues and Solutions when proposed Technology and System are adapted
There are surveys for design, construction and operation those are leaded to the cost estimation of life
cycle. At this time there is no concern about this area. It is common to do this kind of basic survey
3.2-11
which has not yet decided earned by governmental budget. This is the main reason for stacking this
project because this project has been omitted this basic survey. The suggesting items to survey are as
follows:
1) Necessary survey for design criteria
Substructure:
• Geology in whole route (bearing capacity, Sonic Velocity, rank of soil)
• Faults distribution
• Tidal current
• Wave height
• Plate boundary type earthquake and The Tunami
Superstructure:
• Wind (direction velocity, distribution, horizontal and vertical)
• Temperature (average Max Mini day change season change)
• Live load (traffic volume/axel load)
2) Necessary survey for construction (workable ratio)
• Wind (10m/s over)
• Rain fall (2mm/hr)
• Tidal current (2KNT above)
• Wave height (1m 1/3 equivalent wave height)
3) Necessary survey for operation (workable ratio)
• Wind (25m/S over)
• rain fall (30mm/hr）
• salt contamination (steel paint induce rust, concrete; salt penetration-carbonize-reinforce
bar-rust)
• Humidity (cable water leak-rust; dehumidification)
• Ultra Violet (paint resin-UV sensible-plastic-)
Above mentioned survey spread many items and times to search and it will need huge data base.
The most important survey is off-shore boring for determination of horizontal alignment and bridge
type. The off-shore boring needs a sea platform and that means mobilization of platform and a
boring cost. 30km long this bridge needs several boring data and it will cost several billion yen. It
cannot start this bridge because there is no boring data.
The development of paint using environmental friendly and durable materials is also important to
reduce maintenance. The Sunda special paint shall be consider non VOD and durable for tropical
weather which means strong ultra-violet and high temperature and gusty wind and bird
contamination. The durability test should be conducted by long term weathering test at site.
3.2-12
This
test should be conducted for stainless steel, aluminium, galvanized material, sealing material,
covering seal, rubber raping, PTFE material, in the first stage of survey.
required large test area.
These tests should be
And it is important for measuring salt contamination and ultra-violet at
site.
According to the hearing survey about undersea - investigation at this time, undersea – investigation of
Izmit bridge costs about 1.8 billion yen. However, the scale of Izmit bridge is different from
SSB.Accordingly,for SSB case, considering the number of cable suspension bridge and overall length,
at least 4 billion yen.Fortunately, home-port of investigation ship is Singapore port. Therefore it is not
required huge cost of shipping double. Even though undersea – investigation expense is still high, this
is expected to be an obstacle of implementation of SSB project.
(5) Movement in Indonesia
There was a seminar held at Ministry of Public works in September 13, many foreign firms made
presentations. The Wiratman and Associates which is belonging to BSM Artagraha group presented
pre-feasibility study. In their presentation they indicated the Geological condition and bearing
strength of bed layer which is really attractive for us. And they made many pages for wind resistance
evaluation and seismic analysis following the last year presentation which contained natural
frequency of bridge analysis and they wanted to appeal their results of study.
(6) Conclusion
This time the team introduced necessary survey items and survey points. We can indicate future
development method towards Indonesian side. It was necessary to be recognized the survey study
and show the ability of Japanese technology. The team can show necessity of natural condition data
not only the design and construction but also the operation as it is said the life cycle condition for the
Indonesian side and it might be help for their intension of survey and it might be some help for the
bridge operation in Indonesia.
3.2-13
3.2-14
3.3 Port
3.3.1 Back ground and Necessity of the Project
(1)
Commercial Port
1) Development Plan of Commercial Ports
In Sumatra island side, port development plan of Panjang Port has been approved by the Minister of
Transport (KM 36, 2006), and the development is under process by PT. PELINDO which is a
company currently operating the Panjang Port. On the other hand, there are Banten, Merak Mas,
Bojonegara and other ports in Jawa island side. Merak Mas port was developed for the exclusive use
for a private company, however, since cargo handling volume is small, therefore, the facilities were
utilized for commercial purpose in recent years. The Bojonegara port was developed by the master
plan approved by minister of transport (KM67, 2005), and berth for container handling was
constructed, however, further development is not proceed. The reasons could not be clarified by the
interview survey.
2) Development Plan of Panjang Port
Master plan study was conducted by the Indonesian consultant in2004, and the master plan was
approved by the Minister of Transport in 2006. The port development is under process based on the
master plan. Development target years are set up at 2010 (short term), 2015 (medium term) and
2030 (long term), and cargo volume of each target years are forecasted in the master plan study. The
forecasted cargo volume is as shown in Table 3.3-1. In this table, actual cargo volume in 2004 when
the master plan study was conducted and the volume in 2009 which is obtained in this study are also
presented. Total cargo volume in 2010 which is a target year of short term is forecasted 15.5 million
tons compare with the actual cargo volume in 2004 was 12.5 million tons. Against this, actual total
cargo volume in2009 was 14.5 million tons. In addition to this, actual data in 2011 which was
provided by PT. PELINDO Panjang Branch, total cargo volume is 15,505,687 tons, container
handling is 91,943 boxes, 2,894 ship calls and total ship tonnage is 18,177,150 gross tons.
According to these figures, it can be said that the actual cargo volume is slightly lower than the
forecasted however, forecasted cargo volume are mostly right at present.
3.3-1
Table 3.3-1: Forecasted Cargo Volume of Panjang Port by Master Plan Study
Item
Actual
Prediction in 2006 M/P1)
2010
2015
2030
20041)
20092)
2,429
2,577
3,093
3,687
6,249
21,613,875 15,295,742 26,360,291 31,407,387 53,238,246
678,622 1,461,333
855,705 1,038,097 1,853,440
4,048,853 5,282,313 5,173,542 6,346,018 11,712,275
4,727,475 6,743,646 6,029,247 7,384,115 13,565,715
2,214,995 2,783,783 2,737,031 3,264,893 5,541,616
5,626,331 5,158,670 5,646,331 7,824,194 12,207,603
7,841,326 7,942,453 8,383,362 11,089,087 17,749,219
12,568,801 14,686,099 15,512,221 * 18,473,202 31,314,934
Unit
Call
GRT
tons
Import
International
tons
Export
tons
Total
Unloading tons
Domestic
Loading tons
tons
Total
Total
tons
Ship Call
Cargo Volume
Data Source: 1) Rencana Induk Pelabuhan Panjang Propinsi Lampung (Attachement of KM 32, 2006), DGST
2) Lampung in Figures 2010, BPS and BAPPEDA Lampung
Note: * Cargo volume in 2010 may have some error. The figures are based on the original data source.
Item
General Cargo
Bag Cargo
Luquid Bulk
Dry Bulk
Container
Total
Cargo Volume
Actual
Prediction in 2006 M/P1)
2010
2015
2030
20041)
20092)
455,172
N/A
599,935
755,171 1,506,148
1,908,141
N/A
2,255,950 2,593,753 3,942,087
1,677,911
N/A
2,060,191 2,444,497 4,083,531
7,519,733
N/A
9,183,739 10,839,065 17,708,732
1,027,844 7,942,453 1,412,406 1,840,715 4,074,436
12,588,801 14,686,099 15,512,221 18,473,201 31,314,934
76,826
N/A
110,578
151,036
272,411
85,130
N/A
127,164
173,691
313,273
Unit
tons
tons
tons
tons
tons
tons
Box
TEU's
Container Cargo
Data Source: 1) Rencana Induk Pelabuhan Panjang Propinsi Lampung (Attachement of KM 32, 2006), DGST
2) Lampung in Figures 2010, BPS and BAPPEDA Lampung
Port Development plan based on the master plan is as shown in Fig. 3.3-1. Table 3.3-2 shows a list
of the planed development facilities by the master plan. According to these information, the
forecasted cargo volume in 2030 is double at present and 1,300m length general berth constructions
are planned in addition to the existing 1,522m berth.
Fig. 3.3-1: Panjang Port Master Plan
NAM A GAMBAR
RENCANA TATA GUNA LAHAN DARATAN
P EL ABUHAN PANJANG TAHUN 2030
Term inal Konvensional
Daerah P eti Kemas
Daerah C urah Cair
9.393.500
9.394.000
9.394.500
9.395.000
9.395.500
9.396.000
9.396.500
9.397.000
Areal P enunjang Terminal
Areal P erkantoran
Areal P emukiman
R uang Terbuka Hijau
534.000
534.000
T EL U K LAMPUNG
- 13
- 12
K OLAM P UTAR
- 10
DIA ME TE R = 500 M
- 12
G UG US AN KARANG TERE NDAM
- 10
534.500
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9.395.000
9.395.500
9.396.000
9.396.500
: NOT TO SCALE
9.397.000
DIGAM BAR
TANGGAL
:
:
DIRENCANAKAN
TANGGAL
:
:
DISETUJUI
TANGGAL
:
:
KODE :
SUMBER
JUM LAH
L EM BAR
( Source: Rencana Induk Pelabuhan Panjnag Propinsi Lampung, KM 32, 2006), DGST )
3.3-2
Table 3.3-2: List of Planned Facilities to be developed by the Master Plan
Descriptions
Conventional Terminal
Berth
Whrehouse
Road and Parking
Equipment
Crane
Forklift
Utilities (Electric/Water Supply)
Container Terminal (Petikemas)
Berth
CFS
CY
Road and Parking
Equipment
Container Crane
TT / RTG
Top Loader / Side Loader
Forklift
Head Truch / Truck
Utilities (Electric/Water Supply)
Wharehouse and other buildings
Liquid Bulk Terminal
Jetty
Tank
Others
Pilot Boat
Tug Boat
2004 1)
2012 2)
Development Plan 1)
Short Term
Mideum Term
Long Term
(2005 - 2010)
(2011 - 2015)
(2016 - 2030)
m
unit
sq.m
sq.m
1,318
7
12,582
24,793
1,522
7
11,680
6,000
300 (L) x 30 (W) 250 (L) x 30 (W) 750 (L) x 30 (W)
1
1
2
6,000
6,000
12,000
30,000
25,000
75,000
unit
unit
Set
2
4
5
3
1
2
1
1
2
1
2
4
1
m
m2
m2
m2
400
7,200
75,000
400
6,000
75,000
-
2,000
-
300 (L) x 40 (W)
6,000m2 1 unit
7,500
-
Unit
Unit
Unit
Unit
Unit
Set
Unit
2
5
3
10
15
1
2
2
4
4
1
1
5
5
10
10
1
1
Unit
Existing Conditions
Conditions
2,000
3
5
2
3
10
1
unit
Ha
unit
unit
1
3
3
3
6
1
1
1
1
3
3
Data Source: 1) Rencana Induk Pelabuhan Panjang Propinsi Lampung (Attachement of KM 32, 2006), DGST
2) Port of Panjang, PT. Pelindo II, Panjunag Branch
3) Coping with the Traffic Demand during the Bridge Construction
For the Sunda bridge construction, temporary construction yard for bridge foundation and girder
segments construction and/or fabrication, and ship berthing and cargo loading/unloading facilities
for handling and forwarding of such segments to transport to the construction/installation sites are
necessary. If the bridge construction started, not only the cargo demand for construction materials
and equipment but also consumer goods for construction labors, for example, which may induced
additional demands by probable ripple effect of the economy due to the bridge construction.
Among these cargo demands, especially for handling the construction materials and equipment is
proposed through new berth not through the existing Panjang Port. Because the berthing facilities
for the bridge construction work shall be constructed to handle the afore said bridge segments and it
will be advantage if this new berth will be utilized for the port facilities for Industrial Estate which is
proposed at north-east coast of Bakauheni. The reasons are as follows:
a. In the master plan of Panjang Port, cargo handing demand due to Sunda Bridge Construction may
not included and not considered.
b. Time and period of development of Panjang Port according to the master plan may be different
with the increased period and time of cargo demand due to the bridge construction, therefore, there
are some possibility that the cargo handling capacity of Panjang Port may not enough against the
cargo demand during the bridge construction period.
c. Considering to the road conditions, transportation from existing Panjang Port to the bridge
construction site may be difficult since the bridge segments which are necessary to
construct/fabricate and to transport are large sizes. If the transport is possible, however,
3.3-3
transportation costs are definitely necessary, therefore, to establish a base station for
construction/fabrication and inbound/outbound near the construction site has an advantage.
d. Temporary construction/fabrication yard and berthing facilities are surely necessary for the
bridge construction. Therefore, if these facilities can be utilized as the permanent facilities after the
bridge construction, investment for such facilities constructions will be effective and the facilities
will contribute for the regional development. In this stand-point, it is highly recommended to the
yard and berthing facilities are utilized for the facilities of industrial estate.
(2)
Ferry Terminal (Merak and Bakauheni)
1) Demand Forecasting
In the existing study conducted by JTCA1 (hereinafter called “the JTCA Study”), traffic volume in
Passenger Car Unit (PCU) are forecasted as shown in Table 3.3-3 and Fig. 3.3-2.
Table3.3-3: Traffic Volume Forecast in Passenger Car Unit (PCU) (one-direction)
(Based on the Actual Traffic Volume between Merak and Bakauheni from 1998 to 2009)
(Data Source: The JTCA Study)
1
Year
Actual
(Vehicle Unit
Counted)
1998
1,021,976
1999
874,227
1,223,918
-14.5%
2000
1,136,071
1,590,499
30.0%
2001
1,112,177
1,557,048
-2.1%
2002
1,111,875
1,556,625
0.0%
2003
1,159,383
1,623,136
4.3%
2004
1,253,273
1,754,582
8.1%
2005
1,327,427
1,858,398
5.9%
2006
1,299,711
1,819,595
-2.1%
2007
1,427,410
1,998,374
9.8%
2008
1,660,842
2,325,179
16.4%
2009
1,649,179
2,308,851
-0.7%
Conversion
(PCU) and
Forecast
Yearly Growth
Rate
1,430,766
2010
2,424,293
5.0%
2011
2,545,508
5.0%
2012
2,672,783
5.0%
2013
2,806,422
5.0%
2014
2,946,743
5.0%
2015
3,094,081
5.0%
2020
3,855,787
4.5%
2025
4,691,155
4.0%
2030
5,571,620
3.5%
Average in
12 years
1998 - 2009:
4.5 %
Project Formation Study on Merak – Bakauheni Ferry Terminals Expansion Plan, March 2010,
JTCA
3.3-4
Fig.3.3-2: Traffic Volume Forecast between Merak and Bakauheni (one-direction)
Vehicles Traffic; Actual Record and Forecast
Merak to Bakauheni
6,000,000
Vehicles Traffic
5,000,000
4,000,000
3,000,000
Actual (Vehicle Unit)
2,000,000
Conversion (PCU) and
Forecast
1,000,000
0
1995
2000
2005
2010
2015
2020
2025
2030
2035
2040
Year
( Data Source: The JTCA Study )
In the JTCA study, traffic capacity was also evaluated. According to the study, average vehicle
transport capacity per one trip of Ro-Ro vessel is evaluated 88.1 PCU based on the actual traffic
conditions in 2009. The annual traffic capacity is estimated 2,575,520 PCU by 80 trips/day which is
estimated under the operations with existing 33 Ro-Ro ships and four (4) berths. The capacity is
capable of the 2012 year demand. The study is concluded if the fifth berth which is under
constructing will be utilized, the traffic capacity will be capable up to 2015 year demand.
However, according to the traffic volume forecast as shown in Table3.3-3, after the 2016, the
demand will be beyond the capacity. Until completion of the Sunda Strait Bridge constructions
(planned in 2025), traffic demand shall be born by the ferry terminal facilities and Ro-Ro ships.
2) Development plan and budget
Under the above-mentioned circumstances, development of the Merak and Bakauheni ferry terminal
facilities and procurement of Ro-Ro ships are conducting by sub-sector of the land transportation of
“Master Plan for the Acceleration and Expansion of Indonesian Economic Growth (MP3EI)”
(Presidential Decree No.32, 2011). The outline of the plan is as shown in Table 3.3-4. Development
of Fifth and Sixth berths of Merak and Bakauheni terminals is under progress by Indonesian national
budget based on this program. According to the interview survey, detailed design of Sixth berth is
completed, Tender will be started in January 2012, and construction work may start May or June in
2012.
3.3-5
Table 3.3-4: Development Plan and Budget for Merak and Bakauheni Ferry Facilties
Year
Budget (Rp.)
Main Activities
2009
81,440,403,000
- Construction of Berth No. 5 at Merak and Bakauheni
- Construction of North Breakwater at Maerak
2010
89,906,127,000
- Construction of Berth No. 5 at Merak and Bakauheni
- Construction of North Breakwater at Merak
2011
108,902,556,000
- Construction of Gangway and Side Ramp of Berth No.5 at Merak and Bakauheni
- Construction of North Breakwater at Merak
2012
431,093,183,000
- Construction of Gangway and Side Ramp of Berth No.5 at Merak and Bakauheni
- Construction of Berth No.6 at Merak & Bakauheni
- Construction of Gangway and Side Ramp of Berth No.5 at Bakauheni
- Procurement three 5,000 GRT Ferry
2013
- Construction of South Breakwater at Merak
720,000,000,000 - Construction of North and South Breakwater at Bakauheni
- Construction of Berth No. 6 at Merak and Bakauheni
2014
- Construction of South Breakwater at Merak
950,000,000,000 - Construction of North and South Breakwater at Bakauheni
- Construction of Berth No. 6 at Merak and Bakauheni
Data Source: Directorage General of Land Transportation (DGLT)
3) Ketapang and Margagiri New Ferry Route Development Plan
Existing Merak terminal is close to the national highway and city area, and there are no available
space for expansion after completion of the Sixth berth. In this and other reasons, a study by the
Indonesian consultants by ADB fund was conducted and Ketapang (south-east of Sumatra Island in
Lampung Provice) and Margagiri (west of Jawa Island, Banten Province) new ferry route was
planned. The project is originally planned to be performed by PPP scheme, however, BAPENASS
was judged the Project is not feasible, therefore, the Project was formally abandoned.
3.3.2 Studies to determine the Project specifics
(1)
Development of Panjang Port
In the master plan of the Panjang Port development, Sunda bridge construction plan may not be
considered. According to the bridge construction, regional development of surrounding area of
Lampung province may activate and traffic demand increase may accelerate, therefore, year of
development/investment to the Panjang Port may be necessary to modify. However, until the traffic
demand will be double, it may still takes time, therefore, Panjnag Port development scheme against
the cargo demand in the hinterland area is recommended to follow the existing master plan study.
(2)
New Port Development
1) Role of the New Port
As mentioned in the above, the new port construction is considered. Role of the existing Panjang
Port and the New Port is organized as follows.
3.3-6
Table 3.3-5: Role of existing Panjang Port and the New Port
Port
Panjang Port
During Bridge Construction
To handle of the increased general cargo
demand such as consumer goods of the
construction labors
New Port
To handle of the construction materials,
equipment and bridge segments which are
constructed/fabricated at the temporary
construction yard
After Completion of the Bridge
To handle general cargo demands which
may be increased of the hinterland area
development, the port may role of the core
port of the Lampung region.
Exclusive usage to handle the cargoes
to/from the Industrial Estate which is
planned north-east coast of Bakauheni.
The new port can be utilized for exclusive use for the inbound and outbound cargoes of the
Industrial Estate which is planned at the north-east coast of Bakauheni. If there is a port adjoin the
Industrial Estate, lead time of logistics can be reduced and this feature will be a good sales point to
attract investors to the Industrial Estate.
2) Candidate Location
To select the construction site of the port, engineering judgment is necessary based on the detailed
site reconnaissance survey, topographic and hydrographic survey and others are necessary. However,
to process for the discussions at present, a site along the coast behind of Pulau Rimau Balak which is
about 2 to 3 km north side of Bakauheni is assumed.
3) Cargo Volume and Scale of Facilities
Inbound of the construction materials and equipment to the temporary construction yard and
outbound of bridge girder and other segments which are constructed/fabricated at the yard, ship
loading and unloading facilities are necessary. Considering 10,000 to 50,000 DWT class ships
berthing for transport of the construction materials and equipment, and berthing for crane barges to
unload fabricated girder segments, about 300m length berth is required. To reduce the bridge
construction period, simultaneous work for segment fabrications by two yards, the loading and
unloading berth length shall be 600m.
Forecasted cargo volume to handle at the port is depend on the development plan of the Industrial
Estate, however, if the 600m berth will be utilized to the general cargo berth, and 1,400 tons/m/year
handling capacity, as a rough general figure, is assumed, 840 thousand tons cargo can be handle by
this berth. It can be considered that the capacity is enough at the initial stage of the Industrial Estate
development.
(3)
Merak and Bakauheni Ferry Terminal
The facility can be covered the traffic demand until 2015 with 33 Ro-Ro ships and five (5) berths,
however, after this period until Sunda Strait Bridge operation will be started, it is about 10 years if
the bridge operation will start on 2024, traffic demands shall be cope with the Merak and Bakauheni
ferry terminal facilities and Ro-Ro ships. On the other hand, after the bridge operation started, the
ferry and the bridge will be competing with each other, and the ferry may not be able to play a same
role at present.
3.3-7
Based on the above-mentioned circumstances, several problems may be realized. The expected
issues are listed up and then, suggestions and recommendations to solve the issues will be discussed
in below.
1) Issues and Solutions
Following problems can be pointed out.
a. Coping with traffic demand until bridge operations
Present facilities are possible to cope with the demands only up to 2012 with four (4) berths and up
to 2015 with five (5) berth if includes the fifth berth which is currently constructing (by the JTCA
Study). By using six (6) berths includes sixth berth which will be construct and additional three (3)
5,000 GRT Ro-Ro ship, it is possible only up to the traffic demand at 2017.
b. Decrepit Ro-Ro ships
Among existing and operating 33 Ro-Ro ships, ships of its age more than 20 years old are 24 ships.It
was evaluated that these ships shall be replaced up to the year of 2020 (by JTCA Study).
Replacement and renewal of these ships by investing the private companies which are currently
operating the Ro-Ro ships can not be expected, since these private companies worry about demand
decreasing and/or abolition of the ferry services after starting the bridge operations.
c. Issues after the bridge operations
Construction of Surabaya and Madula Bridge was completed in 2009 by Chinese aid. Traffic
volume by Ro-Ro ships between Ujung and Kamar which is the same route of the bridge from 2006
to 2011 is presented in Table 3.3-6. It can be read that the traffic volume is drastically decreased
after the bridge operation was started. Traffic volume through the bridge is unknown, however,
decreased traffic of ferry might be shifted through the bridge.
Table 3.3-6: Traffic Volume of Unjung and Kamar Ferry Route
Year
2006
2007
2008
2009
2010
2011
Trip
(time)
125,124
124,845
124,891
89,053
37,089
21,181
Passengers
(person)
10,438,180
9,875,436
10,650,973
11,230,750
3,916,748
5,516,953
2-Wheel
Vehicle
(unit)
3,220,105
3,282,384
3,638,258
2,716,165
N/A
1,045,097
4-Wheel
Vehicle
(unit)
1,518,478
1,009,397
1,615,251
783,160
N/A
208,674
Data Source: Directorate General Land Transportation by Interview Survey
Similar situation is expected to happen at the Sunda strait. If the operation of Ro-Ro ferry will be
discontinued, investment to the terminal facilities and ships before the bridge operations will be
wasteful. Sometimes, the discussions that the ships to be assigned for the other ferry route in
regional area are realized, however, Ro-Ro ships currently operating at Merak and Bakauheni ferry
route are large size ships such as 5,000 GRT to 10,000GRT class, therefore, these ships can not be
3.3-8
sailed at local routes which are small size berthing facilities and shallow water depth for small size
vessels.
d. Subject for continuation of local ferry operations
PT. ASDP is currently operating 34 routes in Indonesia. About 30% of the total profit is made by
Merak and Bakauheni Ferry operations, and this profit is made up the deficit of the local route ferry
operations (the JTCA Study). After completion of the bridge constructions, if the profit by Meark
and Bakauheni ferry operations will not be expected, these local route ferries which are necessary to
make up the deficit can not be operated further. Therefore, to find and/or create another profitable
scheme which can be replaced Merak and Bakauheni Ferry operations or to find an official financing
package is necessary to maintain the continuous local ferry operations. If these ferry operations will
be discontinued, it may be a social problem since infrastructure of social life of local inhabitants may
not be sufficient.
2) Recommendations
a. Clarification of government policy against the negative factors
The government and the governmental authorities shall have a correct understanding of the negative
factor against the bridge constructions, and clarify their policies how to solve the problems. For
instance, to meet the increased traffic demands between Merak and Bakauheni ferry before bridge
operations, further procurement of Ro-Ro ships is necessary, however, such investment can not be
expected to the private companies. Continuous local ferry operations are necessary however, after
the bridge operations, private company may not be possible to keep such local ferry operations since
their profit obtained by the Merak and Bakauheni ferry will not be expected.
b. Recommendations on replacement of the old Ro-Ro ships and improvement of operation
At present, Ro-Ro ships are operating by about 10 knots sailing speed between Merak and
Bakauheni, because more than half of the ships are old and slow speed, therefore, if some ships
operates high speed, they forces to wait before berthing due to the slow speed ship operations. In
these circumstances, Ro-Ro ships are operating about three (3) hours cycle for two (2) hours for
sailing and one (1) hour for berthing. In this case, one ship can trip four (4) rounds between Merak
and Bakauheni per day, so maximizing the traffic capacity by ferry operations, namely, to keep the
24 times berthing in one day, 6 ships per berths shall be allocated.
In the JTCA Study, it was pointed out that traffic capacity can be increased by introducing the large
size Ro-Ro ships and increasing the ship sailing speeds. Under the following assumptions, required
number and size of new ships, operation method to satisfy the traffic demand until the bridge will be
operated (at 2025, 4,691,155 PCU), is estimated. The assumptions are i) among the existing 33
ships, all ships other than the 12 ships which are younger than 15 years ship age at 2015, will not be
used further, ii) six (6) berths will be utilized for the operations, and iii) several new ships
additionally introduced will be operated.
3.3-9
According to the try and error calculations, it was found that the traffic demand at 2025 can be coped
with the following conditions.
i
Following two (2) type of new ships shall be procured
・ Type I
5,000 to 6,000 GRT (can be berthed at No. 1 to 6 berths)
LOA: 130 – 140 m
Horsepower: 12,000 – 15,000 HP
Draft: 5.5 to 6.0ｍ
Transport Capacity: Sedan: 30 units, Truck 80 units
・ Type II
10,000 to 11,000 GRT (can be berthed at No. 3 and 6 berths)
LOA: 170 – 190m
Horsepower: 28,000～35,000 HP
Draft: 6.5 to 6.7m
Transport Capacity: Sedan, 100 units, Truck, 180 units
ii 12 ships which will be used from the existing shall be allocated 6 ships each for No.1 and
No.2 berths.
iii Operation (sailing) speed of the above 12 ships shall be 10 knots as same as the current
operations for these 12 ships since the ship are categorized old ships. In the same reason,
frequent ship maintenances may be necessary therefore, it is considered that ship rotations
of allocated six (6) ships per berths shall be four (4) ships for operation and two (2) ships for
maintenance.
iv In addition to the three (3) 5,000 GRT ships which are planned to be procured in the master
plan, further three (3) new same size of ships shall be procured. In total six (6) ships shall
be allocated three (3) ships each for No. 4 and No. 6 berths, and it shall be rotated as 2 ships
for operations and one (1) ship for maintenance at each berth.
v Furthermore, eight (8) number of 10,000 GRT size ships shall be procured. Four (4) ships
shall be allocated for No. 3 and No. 6 berths each, and it shall be rotated three (3) ships for
operations and one (1) ship for maintenance.
vi All ships which are allocated for No.3 to No. 6 berth shall be operated in 20 knots sailing
speeds to maintain the 6 times round trips per ship.
Above conditions are summarized in Table 3.3-7. Table 3.3-8 shows the traffic volume which can
be available by the above mentioned operation conditions. As shown in this table, it is clear that the
traffic capacity can be cover the demand in 2025.
3.3-10
Table 3.3-7: Proposed Ship Allocation and Operation Plan
Item
Unit
Number of Trip
Total Number of Ship
Ship in Operation
Ship in Dock
Sailing Time
Port Time
Trip per ship per day
ships
ships
ships
ships
min.
min.
cycle
1
2
16
6
4
2
120
60
4
16
6
4
2
120
60
4
Berth No.
3
4
18
12
4
3
3
2
1
1
60
60
60
60
6
6
5
Sum.
6
18
4
3
1
60
60
6
12
3
2
1
60
60
6
92
26
18
8
Table 3.3-8: Available Traffic Volume
Kind of Ships
Existing Ships
New ships (5,000 GT)
New ships (10,000 GT)
Ship
PCU
Trip/day /ship/trip
Nos.
(unit)
(unit)
12
32
88.1
6
24
93.0
8
36
240.0
Total Capacity
Demand in 2025
PCU/year
(unit)
1,029,008
814,680
3,153,600
4,997,288
4,691,155
Based on the above-mentioned discussions, it is recommended i) to procure three (3) Type I (5,000
GRT) Ro-Ro ships and eight (8) Type (10,000 GRT) Ro-Ro ships before 2015, and ii) to allocate
and to operate the ships as shown in Table 3.3-7. By this operations, Ketapan and Margagiri new
ferry route development will not be necessary.
c. Development of Long Distance Ro-Ro Ferry Services
Effective usage of the Ro-Ro ships and existing facilities of Merak and Bakauheni facilities which
may be invested until completion of the Sunda Strait Bridge, development of long distance ferry
service operations is recommended after the bridge operations.
As an general idea, two (2) berths are allocate for Merak and Bakauheni ferry services with tourism
and/or leisure functions and remaining four (4) berths are allocate for long distance ferry services.
Long distance Ro-Ro ferry services is not common in Indonesia, however, Indonesia is an
archipelago country, therefore, sea transportation among the isolated islands are surely necessary and
potential demands for long distance transportation by Ro-Ro ships are expected. If the long distance
cargo transportation by truck through Ro-Ro ships become popular, following advantages may be
realized.
i
Lead time of logistics can be reduced since the transshipment at ports which are required for
general cargo ship transportations are not necessary. This may be more advantage for small
order cargo transport.
ii
Truck driver can take rest in the ferry ship during transportation and,
3.3-11
iii
Because the traffic volume of regional main and/or trunk roads may be reduced, traffic
safety may be increased, road congestion may be relieved and pavement life may be
sustained much longer.
Development costs of the terminal facilities at the Ro-Ro ferry destinations are necessary, however,
according to the interview survey to the truck transport/drivers association (ORGANDA), and
National OD survey results, it may be developed and may become popular in the future. To consider
the long distance Ro-Ro ferry route, present cargo traffic demands are evaluated. Table 3.3-9 shows
the evaluated results based on the national OD survey in 2006. The rates indicated in the Table 3.3-9
are the cargo flow rates between Merak and Bakauheni hinterland area and each provinces in
Indonesia. Merak and Bakauheni hinterland area is assumed as Lampung Province, Banten Province
and DKI Jakarta. In the table, “Origin” means the cargoes from Merak and Bakauheni hinterland
area and “Destination” means the cargoes to Merak and Bakauheni hinterland area. Based on the
table, cargo flows among Merak and Bakauheni hinterland area and West Jawa Province, DKI
Jakarta and Banten Province are dominant. However, cargo flows among these regions are not be
the demands for the long distance Ro-Ro ferry transport. Therefore, OD rates which are excluded
cargo flows among West Jawa Province, DKI Jakarta, Banten Provine, and Lampung Province and
Merak and Bakauheni hinterland area are as shown in Table 3.3-10.
Table 3.3-9: Cargo Flows between Merak and Bakauheni Hinterland Area and each Province
Province
Bali
Bangka Belitung
Banten
Bengkulu
DI Yogyakarta
DKI Jakarta
Gorontalo
Jambi
Jawa Barat
Jawa Tengah
Jawa Timur
Kalimantan Barat
Kalimantan Selatan
Kalimantan Tengah
Kalimantan Timur
Kepulauan Riau
Lampung
Origin
(%)
0.09
0.09
16.14
0.35
0.92
21.42
0.01
0.37
36.89
10.35
5.63
0.08
0.06
0.02
0.06
0.08
1.74
Destination
(%)
0.07
0.30
16.38
0.29
0.56
21.65
0.01
0.53
38.56
7.53
4.28
0.07
0.06
0.07
0.02
0.09
3.98
Province
Maluku
Maluku Utara
Nanggroe Aceh Darussalam
Nusa Tenggara Barat
Nusa Tenggara Timur
Papua
Papua Barat
Riau
Sulawesi Barat
Sulawesi Selatan
Sulawesi Tengah
Sulawesi Tenggara
Sulawesi Utara
Sumatera Barat
Sumatera Selatan
Sumatera Utara
Total
3.3-12
Origin
(%)
0.01
0.66
0.10
0.06
0.38
0.01
0.07
0.02
0.02
0.02
0.92
2.15
1.27
100.00
Destination
(%)
0.01
0.01
1.61
0.02
0.59
0.10
0.03
0.03
0.02
0.28
1.48
1.36
100.00
Table 3.3-10: Cargo Flows between Merak and Bakauheni Hinterland Area and each Province-2
(Excluded West Jawa, Banten, Lampung Provinces and DKI Jakarta)
Origin
(%)
0.52
0.51
1.92
5.10
0.05
2.06
57.11
31.06
0.42
0.32
0.13
0.32
0.42
0.07
0.01
Province
Bali
Bangka Belitung
Bengkulu
DI Yogyakarta
Gorontalo
Jambi
Jawa Tengah
Jawa Timur
Kalimantan Barat
Kalimantan Selatan
Kalimantan Tengah
Kalimantan Timur
Kepulauan Riau
Maluku
Maluku Utara
Destination
(%)
0.53
2.17
2.12
4.02
0.04
3.83
54.16
30.77
0.49
0.46
0.51
0.16
0.65
0.05
0.04
Province
Nanggroe Aceh Darussalam
Nusa Tenggara Barat
Nusa Tenggara Timur
Papua
Papua Barat
Riau
Sulawesi Barat
Sulawesi Selatan
Sulawesi Tengah
Sulawesi Tenggara
Sulawesi Utara
Sumatera Barat
Sumatera Selatan
Sumatera Utara
Total
Origin
(%)
3.66
0.55
0.35
0.03
0.01
2.10
0.05
0.38
0.11
0.11
0.11
5.10
11.89
7.01
100.00
Destination
(%)
11.58
0.03
0.14
0.02
0.01
4.24
0.03
0.69
0.23
0.25
0.13
2.04
10.63
9.79
100.00
Fig. 3.3.3 shows the best 5 provinces of each of Origin and Destination in Table 3.3-10. Based on
this figure, it is clear that the dominant regions of cargo flows to/from Merak and Bakauheni
hinterland area are Central Jawa, East Jawa, and North Smatra area, and other provinces are small.
Fig. 3.3-3: Best Five Provinces of Cargo Flows to/from Merak and Bakauheni Hinterland Area
Origin
Destination
Jawa Tengah
Jawa Tengah
Jawa Timur
Jawa Timur
Sumatera Selatan
Sumatera Utara
Sumatera Barat
Nanggroe Aceh
Darussalam
Sumatera Selatan
Sumatera Utara
Based on the above results, it can be expected the potential demands for long distance Ro-Ro ships
of Merak and Bakauheni to/from Central/East Jawa and North Sumatra directions.
In addition to this, based on the Table 3.3-10, the rates are small however, cargo flows to/from
Kalimantan and Sulawesi islands are also exists. In Indonesia, under the purpose to improve the
social life of remote areas, the government supports to the private companies to operate the non
profitable (non commercial) air and ship routes, and these are called as “Pioneer Ship” or “Pioneer
Flight”. Perhaps, introducing the similar considerations, if the long distance ferries between the
Merak/Bakauheni and Kalimantan, Sulawesi directions, may be one trip per week at the beginning,
potential demand may be developed and it may be increased of the cargo transport volume by truck
through Ro-Ro ferries.
3.3-13
Based on the above discussions, as an general idea, eight (8) 10,000 GRT and four (4) 5,000 GRT
Ro-Ro ships among six (6) ships which are procured before bridge operations, may be possible to
allocate for long distance Ro-Ro ferry operations as shown in Table 3.3-11.
Table 3.3-11: Development Plan of Long Distance Ferry Operations
Ferry Route
Frequency
Merak/Bakauni - Semarang - Surabaya
Merak/Bakauni - Medang - Banda Ache
Merak/Bakauhi - Pontianak
Merak/Bakauni - Balikpapan/Samarinda
Merak/Bakauni - Makassar
Merak/Bakauni - Makassar - Ambon - Merauke
Merak/Bakauni - Makassar - Manokwari - Jayapura
2 trip /day
2 trip /day
2 trip /week
2 trip / week
2 trip / week
1 trip / week
1 trip / week
Ship Allocation
10,000
5,000
3
3
1
1
2
1
1
3.3.3 Project Plan Summary
(1)
New Port Development
The objective vessels and water depth of loading and unloading facilities are planned with the
intention of diverting a part of port facilities adjoining the Industrial Estate. Berth length and space
for the yard behind of the berth are planned considering the requirements of the temporary
construction yard functions during the bridge construction period. Based on these considerations,
the scale of the facilities is as follows.
Objective Vessels
: General Cargo ship of 50,000 DWT, Container Ships 70,000 DWT
Water Depth
: -14.0m (L.W.L) (about -12.0m during the bridge construction)
Berth Length
: 600 m with 30m width (assumed as pile supported deck type
structure)
Revetment Length
: 2,200m including berth behind area, assumed as sheet pile type
Temporary Yard
: 2,000m x 1,000m, about 50% area to be paived
Navigation Aids
: nine (9) units
(2)
Procurement of Ro-Ro Ships
The procurement of the following new Ro-Ro ships is recommended. Before and during the bridge
constructions, the ships will be used for Merak and Bakauheni ferry transport and after starting the
bridge operations, it is recommended that the ships will be used for long distance ferry operations.
New 5,000 GRT Ro-Ro ships
:
3 ships
New 10,000 GRT Ro-Ro ships :
8 ships
3.3-14
3.4 Road and Railway
3.4.1. Background and Necessity of the Projects
As mentioned above, to coordinate with the construction of the Sunda Strait Bridge, toll road
development is being planned by PU, Lampung province and Banten province.
For the South Sumatra Railway, double tracking and electrification are planned and construction has
commenced. Track extension to ports for coal shipment are being examined and are funded by China
and India. In Banten province, electrification and double tracking are being conducted and funded by
the Indonesian government. It is considered that electrification and double tracking between
Rangkasbitung and Merak would be conducted and funded by the Indonesian government.
We have reviewed these road and rail development plans and will not propose additional plans.
1) Road Development Plan
( a ) National Road Development Plan
In Lampung province, the toll road running from Bakauheni to South Sumatra province via Terbangi
Besar has been planned by the Ministry of Public Works with the Road Development Plan in 2010.
In Banten province, a peripheral peninsula road running between Merak and Sedang and a toll road
running between Cilegon and Bojonegara have been planned.
Fig.3.4-1: National Road Development Plan in Lampung Province
( Source: National Road Development Plan )
3.4-1
Fig.3.4-2: National Road Development Plan Banten Province
001
019
002
004
005
P
003
017
020
003
003
024
JALAN TOL
025
RENCANA JALAN TOL
010
006
JALAN STRATEGIS NASIONAL RENCANA
009
JALAN NASIONAL
JALAN PROVINSI
018
007
PKN (PUSAT KEGIATAN NASIOANAL)
011
PKW (PUSAT KEGIATAN WILAYAH) 5 TH. PERTAMA
008
PKW (PUSAT KEGIATAN WILAYAH) 5 TH. KEDUA
PKSN (PUSAT KEGIATAN STRATEGIS NASIONAL)
5 TH. PERTAMA.
A
PKSN (PUSAT KEGIATAN STRATEGIS NASIONAL)
5 TH. KEDUA.
021
NO RUAS
012
BATAS PROVINSI
BATAS KABUPATEN
IBUKOTA PROVINSI
021
KOTA
IBUKOTA KABUPATEN
IBUKOTA KECAMATAN
DAERAH TUJUAN WISATA NASIONAL / INTERNASINAL :
B
WISATA ALAM /SUNGAI/DANAU/GUNUNG / T. NASIONAL
WISATA BUDAYA
013
014
022
WISATA PANTAI
WISATA MUSEUM / PENDIDIKAN
015
023
I
016
II
III
SK.
MENHUB
IV TH. 2002
KETERANGAN
BANDAR UDARA KLAS I / PUSAT
PENYEBARAN PRIMER
BANDAR UDARA KLAS II / PUSAT
PENYEBARAN SEKUNDER
BANDAR UDARA KLAS III / PUSAT
PENYEBARAN TERSIER
BANDAR UDARA KLAS IV
BANDAR UDARA KLAS V
PELABUHAN INTERNASIONAL
PELABUHAN NASIONAL
PELABUHAN REGIONAL
<
KEMENTERIAN PEKERJAAN UMUM
DIREKTORAT JENDERAL BINA MARGA
DIREKTORAT BINA PROGRAM
( Source: National Road Development Plan )
( b ) Spatial Plan
For the spatial plan of Lampung province, a toll road running between Bakauheni and Simpnag
Pematan has been planned. For the spatial plan of Banten province, toll roads running between Sedang
and Bojonenagra, Senin and Panimbang and a peripheral peninsula road are planned.
Fig.3.4-3: Road Development Plan on Spatial Plan of Lampung Province
Toll Road Plan
Sumatra Railway Plan
( Source: Spatial Plan of Banten Province )
3.4-2
Fig.3.4-4: Road Development Plan on Spatial Plan of Banten Province
( Source: Materials from Lampung Province )
2) Rail
( a ) National Railway Master Plan
The National Railway Master Plan targeting 2030 has been settled on by the Ministry of Transport. In
the master plan, extension tracks between Bakauheni and KM3 station, which is near Tarahan port,
Tanjung Karang and Kerta Pati, Simpang and Tanjung Api Api are planned. A shortcut line between
Tanjung Enim and Batraja is also planned. In Banten province, re-operation of discontinued railroad
lines between Rangkasbitung and Labuhan, and Rangkasbitung and Malingping are planned. Double
tracking and electrification between Merak and Rangkasbitung are also planned. Demand forecast was
conducted based on the National Transport OD Survey in the master plan. However, economic
analysis was not conducted for each project. It’s noted that Sunda Strait Bridge is a significantly
important project to enhance the connectivity between Java and Sumatra Islands.
Fig.3.4-5: Railway Development Plan in Sumatra Island on National Railway Master Plan
Sumatra Railway Plan
( Source： National Railway Master Plan [2011.8] )
3.4-3
Fig.3.4-6: Railway Development Plan in Java Island on National Railway Master Plan
( Source： National Railway Master Plan [2011.8] )
( b ) Spatial Plan
An extension line between KM3 station near Tarahan port and Bakauheni is planned in the spatial plan
of Lampung province as well as the National Railway Master Plan. Commuter railways are also
planned in the following sections: between Bandar Lampung and Pringsewu, Kotabumi and Terbanggi
Besar, and Metro and Sukadana.
Re-operation of discontinued railroad lines between Rangkasbitung and Labuhan, and Rangkasbitung
and Malingping are planned. Double tracking and electrification between Merak and Rangkasbitung
are being planned in addition to the National Railway Master Plan. Extension lines from Cilegon to
Bojonegara and between Cilegon and Panimban are planned.
Fig.3.4-7: Railway Development Plan in Spatial Plan of Banten Province
Cilegon-Bojonegara
Railway Plan
Merak-Jakarta
Double Tracking
Cilegn-Panimban
g Railway Plan
( Source： Materials from Banten province )
3.4-4
3.4.2. Studies to determine the Project specifics
(1) Demand Forecast
1) Road Traffic Volume
Traffic volume of national roads in Lampung and Banten province is shown in following figures.
The traffic volume of east-west roads, which run from Jakarta to Merak, and roads around Bandar
Lampung is heavy. In particular, the volume on the national road between Jakarta and Merak is
beyond 100,000 PCU per day.
Fig.3.4-8: Traffic Volume in Lampung Province and Banten Province
( Source: METI Study Team, based on materials from Bina Marga )
Note: PCU (Passenger Car Unit). The unit converts a variety of vehicles such as buses and
motorcycles to the number of passenger vehicles. The value represents the average for each interval.
3.4-5
2) Road Traffic Congestion
The VCR of national roads in Lampung province and Banten province are shown in following
figigure. The VCR of the roads around Bandar Lampung and between Jakarta and Merak are high
and more than “1.0” which is the capacity of the road. The construction of the Sunda Strait Bridge
has the potential to make the roads around the Bridge have increased demand because of the
enhancement of motor transportation between Jakarta and South Sumatra.
The roads around the Panjam portin Lampun province, around Bojonegara, between Cilegon and
Anyer are damaged because of heavy trucks accessing the ports. This damage prevents a smooth
transportation system. The national road between Bakauheni and Bandar Lampung is the main route
for trucks using the ferry between Merak and Bakauheni. The road is always congested since heavy
trucks prevent other vehicles from passing and there isn’t a climbing lane for slower traffic.
Fig.3.4-9: VRC of National Roads in Banten Province and Lampung Province in 2010
( Source: METI Study Team, based on materials from Bina Marga )
Note: VCR means the ratio of volume / capacity.
3.4-6
3) Rail
(a) Train Operation
The South Sumatra railway is operated for passengers in the sections between Tanjungkalan and
Keretapati, and Tanjungkalan and Lubuk Linggau. However, the railway is mainly operated for
freight service from the viewpoint of frequency and fare revenue. A maximum of 36 trains per day
are used to transport the main cargo of coal.
Fig.3.4-10: Number of Trains Operating in South Sumatra in 2006
80
70
60
50
40
30
20
10
Coal
Cement
Petroleum Fuel
Mixed Cargo
Pulp
Pidada
Keretapati
Tarahan
Tanjungkarang
Baturaja
Tigagajah
Prabumulih
Niru
Muara Enim
Tanjung Enim Baru
Lahat
Lubuk Linggau
0
Passenger
( Source: PT Kereta. Api )
In Banten province, passenger trains are operating from Merak to Jakarta through Serpong. 3 or 4
passenger trains per day operate in both directions between Merak and Rangkasibitung. 28 passenger
trains per day operate between Rangkasibitung and Jakarta. 2 freight trains per day operate one way
from Cigading to Bekasi.
Fig.3.4-11: Number of Trains Operating in Banten Province in 2009
40
35
30
25
20
15
10
5
Serpong
Prngpanjang
Rangkasbitung
Merak
Cigading
0
Passenger: Inbound
Passenger: Outbound
Freight: Inbound
Freight: Outbound
( Source: Statistics of Transport, Communication and Information in Banten in 2009 )
3.4-7
(b) Passenger
The number of passengers using the South Sumatra railway is very small. Passengers boarding at
Tanjungkarang are 1,100 persons per day.
Table 3.4-1: Train Passengers in Lampung Province
Station
Tanjungkarang
Lampung Province
2005
279,926
116,083,000
2006
285,611
120,889,440
2007
329,573
141,569,470
2008
386,893
160,531,710
2009
407,211
175,835,000
( Source: Transportation Statistics in Lampung in 2009 )
In Banten province, a few trains are operating between Merak and Rangkasbitung. Ferry passengers
can directly access the railway at Merak station. However, only approximately 190 passengers per day
board at Merak station. On the other hand, many trains are operating from Rangkasbitung to the
Jakarta area. Approximately 4,600 persons per day get on at Rangkasbitung and Parunpanjang.
Fig.3.4-12: Passengers between Merak and Pondokranji in 2009
Passenger (Between Merak and Pondokranji)
1,800,000
1,600,000
1,400,000
1,200,000
1,000,000
800,000
600,000
400,000
200,000
-
Pondokranji
Serpong
Sudimara
Cisauk
Cilejit
Parungpanjang
Tenjo
Tigaraksa
Maja
Citeras
Jambubaru
Rangkasbitung
Catang
Cikeusal
Walantaka
Serang
Karangantu
Cilegon
Tonjongbaru
Merak
Krenceng
Passenger
( Source: Statistics of Transport, Communication and Information in Banten in 2009 )
(c) Cargo
9.1 million tons per year of coal are transported between Tanjung Enim Baru and Tarahan. It’s the
main cargo flow on Sumatra Island. The coal carried to Tarahan station is shipped from Tarahan port.
On the other hand, 0.4 million tons per year of coal are transported from Cigading to Bekasi on Java
Island. The coal transported to Bekasi is loaded onto trucks and transported to Cilegon.
Table 3.4-2: Rail Cargo in Lampung Province and Banten Province in 2009
Commodity
Coal
Wood
Clinker
Steel
Section
Volume(Ton)
Tanjung Enim Baru - Keretapati
1,900,000
Tanjung Enim Baru - Tarahan
8,721,000
Tanjung Enim Baru - Tigagajah
148,500
Cigading - Bekasi
422,940
Niru - Panjang
528,550
Tigagajah - Pidada
144,925
Tigagajah - Keretapati
202,895
Cilegon - Kalimas Surabaya
1,429
(Source: METI Study Team, based on materials from Banten and Lampung province and PT, KAI.)
3.4-8
(2) Analyzing and Understanding Problems
The national road between Bakauheni and Bandar Lampung is the main route for trucks using the
ferry between Merak and Bakauheni. The road is always congested since heavy trucks prevent other
vehicles from passing and there isn’t a climbing lane for slower traffic. After the Sunda Strait Bridge
is constructed, the road will be more congested since the traffic demand between Java and Sumatra
Islands is expected to increase.
In addition, the roads around Panjam portin Lampun province, around Bojonegara, and between
Cilegon and Anyer are damaged because of heavy trucks accessing the ports. This will also prevent a
smooth transportation system.
(3) Examination of Technical Methods
To counter the demand from Bakauheni to inner-Sumatra Island, a toll road between Bakauheni and
Terbanggi besar is being planned by the Ministry of Public Works and it is currently in the tendering
stage.
On the other hand, to counter the damaged roads, pavement re-covering is being conducted.
3.4-9
3.4-10
3.5 Regional Development
3.5.1 National Development Plan for Sunda Strait Area
(1) National Development Perspectives
After more than six decades of its independence, Indonesia has made tremendous progresses in its
economic development. Originating from a traditionally agricultural-based economy, Indonesia has
shifted a larger portion of its economic activities toward manufacturing and service oriented industry.
Its economic development has also improved the nation’s level of prosperity, which is reflected in its
increased income per capita as well as in other social and economic indicators including the Human
Development Index (HDI). From 1980 to 2010, the HDI had nearly doubled, from 0.39 to 0.60.
MP3EI directive is aimed at implementing the 2005-2025 Long-term National Development Plan,
which is stated in the Law No.17 Year 2007, the vision of the acceleration and expansion of
Indonesia’s economic development is to create a self-sufficient, advanced, just, and prosperous
Indonesia.
By utilizing the Masterplan for Acceleration and Expansion of Indonesia’s Economic Development
(MP3EI), Indonesia aims to earn its place as one of the world’s developed country by 2025 with
expected per capita income of US$ 14,250-US$ 15,500 with total GDP of US$ 4.0-4.5 Trillion. To
achieve the above objectives, real economic growth of 6.4-7.5 percent is expected for the period of
2011-2014. This economic growth is expected to coincide with the decrease in the rate of inflation
from 6.5 percent in 2011-2014 to 3.0 percent in 2025. The combined growth and inflation rates
reflect the characteristics of a developed country.
The 2025’s vision is achieved by focusing on three main goals:
1) Increase value adding and expanding value chain for industrial production processes, and
increase the efficiency of the distribution network. In addition, increase the capability of
the industry to access and utilize natural resources and human resources. These increases
can be attained by the creation of economic activities within regions as well as among
regional centers of economic growth.
2) Encourage efficiency in production and improve marketing efforts to further integrate
domestic markets in order to push for competitiveness and strengthen the national economy.
3) To push for the strengthening of the national innovation system in the areas of production,
process, and marketing with a focus on the overall strengthening of sustainable global
competitiveness towards an innovation-driven economy.
(2) National Potency
1) Population Structure
3.5-1
In 2010, Indonesia ranks the 4th most populous country in the world. Its huge population and the
rapidly increasing purchase power of its population is creating a significant market. Moreover, the
population is also increasing in the quality of its human resources, thus providing a desirable
competitive edge.
Indonesia is experiencing a transition period in the structure of its population productive age. In the
period of 2020-2030 the dependency index (which was started in 1970) will reach its lowest point
thus increasing its productive work force has one of the highest in the region. An important
implication of this condition is the increased importance of job creations that will cater to the huge
portion the population productive age. More importantly, if the general education continuous to
improve, Indonesia’s economic productivity will experience an exponential growth.
Fig. 3.5-1: Population and Human Resources
(Source: Masterplan – Accelleration and Expantion of Indonesia Economic Development
2011-2015. Republic of Indonesia. 2011)
2) Natural Resources
Indonesia has an abundance of renewable (agricultural products) and un-renewable (mining and
minerals) natural resources. It must be able to optimize the handling of its natural resources by
increasing a processing industry that will provide high added value, while at the same time reducing
exports of raw materials.
Indonesia is one of the world’s major producer of a broad range of commodities. It is the largest
producer and exporter of palm oil in the world. It is the world’s second largest producer of cocoa and
tin. For nickel and bauxite it comes 4th and 7th respectively in world’s reserves. It is also one of the
largest producers for steel, copper, rubber and fisheries. It also has huge reserves for energy such as,
coal, geo-thermal, and water. They have been used to support Indonesia’s prime industries such as,
textiles, shipyards, transportation, as well as food and beverages.
3.5-2
Fig.3.5-2: Natural Resources of Indonesia
(Source: Masterplan – Accelleration and Expantion of Indonesia Economic Development
2011-2015. Republic of Indonesia. 2011)
(3) Development Acceleration
In order for Indonesia to accelerate its economic development, Indonesia will need to embrace a new
way of thinking, a new way of working, and a new way of conducting business. Regulations at the
central and regional level need to be streamlined to ease doing business.
The role of Government in the implementation of MP3EI is to provide a set of rules and regulations
that provide incentives for investors to build sectoral industries and infrastructure. Incentives can be
condusive policies on tariff, taxes, import duties, labor regulations, licensing and permits, land
procurements, etc. The central and local governments must build a reliable link within and beyond
the centers of economic growth.
To support the acceleration and expansion of economic development in Indonesia, the Government
has set a number of major programs in collaboration with key stakeholders including government
ministries and the private sector in the development of MP3EI. Based on stakeholders’ agreement
the focus of development was classified into 8 main programs, i.e.: agriculture, mining, energy,
industrial, marine, tourism, telecommunication, and the development of strategic areas. The eight
main programs consist of 22 main economic activities, and the one priority of it is Sunda Straits
Strategic Development.
3.5-3
(4) MP3EI Position in National Development Planning
MP3EI is a working document and as such it will be updated and refined progressively. It contains
the main direction of development for specific economic activities, including infrastructure needs
and recommendations for change/revision of regulations as well to initiate the need of new
regulations to push for acceleration and expansion of investment.
MP3EI is an integral part of the national development planning system. MP3EI is not meant for
substituting the existing Long Term Development Plan 2005 – 2025 (Law No. 17 Year 2007) and
the second Medium-Term Development Plan 2010 – 2014 (Presidential Decree No. 7 Year 2009).
MP3EI is formulated in consideration of the National Action Plan for Greenhouse Gas (Rencana
Aksi Nasional Gas Rumah Kaca – RAN GRK) as a national commitment which recognizes the
global climate change.
Fig.3.5-3: Position of MP3EI in National Development Planning
Dynamic Change
Financial and Planning System
・Global Condition (Economic Crisis
in 2008, BRICs, etc)
・International Commitment（G20,
APEC, FTA, ASEAN, climate
Change）
・Domestic Socio-Economic
Development
Law No.25 Year 2004
Law No.17 Year 2003
To Accelerate National Economic
Transformation
RPJPN 2005-2025
RPJMN 2010-2014
Masterplan of Acceleration and
Expansion of Indonesia Economic
Development
RKP/RAPBN
Action Planning/ Project
RAN-GRK→REDD
RTRWN
Private Investment and PPP
(Source: Masterplan – Accelleration and Expantion of Indonesia Economic Development
2011-2015. Republic of Indonesia. 2011)
(5) National Middle Term Development Plan 2010-2014
National Middle Term Development Plan 2010-2014 related to Sunda Strait Zone Development
mentioned that infrastructure development and investment and business climates are two of eleven
national priority sectors program instead of bureaucratic reform; education; health; poverty reduction
and food security; and before next priority for energy; environment and disaster management; under
development, developed, outer and post-conflict local areas; culture, creativity and innovation of
technology; and other priority.
3.5-4
National Middle Term Development Policy priority for infrastructure development action program
covers:
a) Land and Spatial Planning: Land management and utilization policy consolidation
for public interest as a whole under one roof and integrated spatial planning
management;
b) Road: Completion of Cross Sumatra, Java, Bali, Kalimantan, Sulawesi, West Nusa
Tenggara, East Nusa Tenggara, and Papua construction length with total 19 370 km
length in 2014;
c) Transportation: Infrastructure networks development and inter-modal and inter-island
transportation service provision are integrated in accordance with National
Transportation System and Multimodal Transport Blueprint, and decreased levels of
transport accidents targetted in 2014 or less than 50% of the current situation;
d) Urban transportation: System and transport network improvements in four major
cities (Jakarta, Bandung, Surabaya, Medan) in accordance with the Urban Transport
Blueprint, including the completion of electric railway transportation development in
Jakarta (MRT and Monorail) no later than 2014.
e) And other sectors such as Public Housing, Flood Control and Telecommunication.
National Middle Term Development Plan priority for investment and business climates are
investment improvement through legal certainty, procedures simplification, information system
improvement, and development of Special Economic Zones (KEK). Therefore action program for
these priority sectors are:
a) Legal certainty: Regulation reform gradually in national and local levels to create
legislation harmonization and to avoid obscurity and inconsistency in its
implementation;
b) Procedure simplification: Application of information services systems and investment
permit electronically (SPSIE) at One Stop Integrated Service (PTSP) in several cities
starting in Batam; cancellation of troubled local regulations and reduction of costs for
initial business activity such as Company Registration (TDP) and Trading Business
License (Business License);
c) National Logistics: The development and establishment of the National Logistics
System to ensure goods flow fluency and reduce the transaction cost / high-cost
economy;
d) Information system: The full operation of National Single Window (NSW) to import
(prior to January 2010) and exports. Acceleration of customs settlement process
3.5-5
realization outside the port through the first phase implementation of Advanced
Custom Trade System (CATS) in Cikarang dry port;
e) KEK: Special Econimic Zone Development in 5 (five) locations through Public-Private
Partnership scheme before 2012;
f)
Employment Policy: Employment policies and business climate synchronization in
order to expand employment creation.
(6) National Spatial Planing (MP3EI)
MP3EI was formulated based on middle and long-term national development plans, and as indicated
in the previous section, it sets sectoral planning targets, as well as island-based spatial planning, in
the form of economic corridors. Provincial, district and municipal governments are obligied to
make their own spatial planning by following middle and long-term national development plas as
guidance. MP3EI defines Sumatra Island as a center of natural resources production and processing,
Jawa as a driver for national industry and service provision, Kalimantan as a center for production
and processing of national mining and energy reserves, , Sulawesi as a center for production and
processing of national agriculture, plantation , fishery, oil & ags and mining, Bali and Nusa
Tenggara as a gateway for tourism and national food support, and Papua and Maliku as a center for
development of food, fisheries, energy and national mining. These economic corridors and sectoral
development plans make up of the framework of the national spatial planning.
The following shows the target two provinces, including Bali Island and the outline of their spatial
planning.
Fig.3.5-4: Economic Corridors
1.
Sumatera Development
Sumatera Island development is directed to become the center of industry production and
agricultural processing food crops, plantation, fishery; source national energy, trade and tourism
3.5-6
center, expecting Sumatera area became one of the major areas in the ASEAN Economic
Community.
Development centers in Sumatera, National Activity Center (PKN) are directed to: (1) encourage the
development of Lhokseumawe, Dumai and Batam Cities in the Eastern region and the Padang City
in western region as center for primary service, (2) controlling the development of Medan-BinjaiDeli Serdang, Bandar Lampung and its surroundings , and Palembang and surrounding urban areas,
as the primary service centers in accordance with environment carrying capacity; and (3) encourage
the development of Pekanbaru and Jambi Cites as the secondary service centers.
Regional development direction policy for Sumatra maritime is marine-based industries
development, especially the seafood processing, by strengthening linkages with Java region. The
strategy to be taken is: (1) preparation of skilled human resources in marine sector, (2) development
of marine transportation and coastal areas, (3) increasing the capacity of electricity energy, (4)
development of bank financing schemes which is easily accessible by fishermen and small medium
enterprises businesses in coastal areas, (5) and facilitating the development of assurance systems or
risk protection.
2.
Java-Bali Development
In the next five years, the development of Java-Bali region is directed to maintain the function of
national barns, developing controlled processing industry, strengthening the trade interactions, and
improving international service provision and tourism quality as a major area in the ASEAN
Economic Community, by taking into account ecological balance and sustainable development
principles.
The centers of development in Java-Bali region which is the National Activities Centre (PKN) is
directed to: (1) control the physical development of Greater Jakarta, Bandung, Gerbangkertosusila,
and Denpasar urban areas as a primary service service centers by considering the carrying capacity,
(2) encourage the development of Yogyakarta and its surrounding urban areas and Semarang urban
as the primary service service centers, (3) encourage the development of Serang and its surroundings
urban areas, Cilacap and surrounding areas, Cirebon and surrounding areas, and Surakarta and its
surroundings as a secondary service centers.
3.
Sector Development Industry
A. Domestice Industry
The problems faced by Industry can be grouped into external and internal problems. External
problems include (1) inadequate availability and infrastructure quality (roads, ports, railways,
electricity, gas supply networks) , (2) illegal imported goods in the domestic market, 3) laborindustry relations have not been well established, (4) legal certainty issues, and (5) remained high
interest rates.
3.5-7
Internal problems in general can be grouped in three aspects. First is the industrial enterprises
population, both in terms of posture and the amount are still weak. Statistical data of large and
medium industries and small and households scale industry (IKR) in 2005 showed that the number
of large-scale industrial enterprises amounted to 6,599, medium-scale was 14,130, and small-scale
was 230,247 whereas household industries was amounted to 2,323,772 enterprises bringing the total
number of industrial enterprises in 2005 was 2,574,748. This means the number of large-scale
companies are only 20,729 or about only 0.1 percent of the industrial population. To increase the
more established and stable employment, the number of large and medium industries need to be
improved.
The second problem is the national industrial structure that has not been sufficiently sturdy if being
analysed from (1) mastery of business, (2) linkages of large, and small and medium-scale industries
(SMI), and (3) the upstream-downstream linkages.
Third problem is productivity, ie added value volume created by each of labor in relevant industries
is still low. Year 2006 shows that Industry statistics of 66 groups of medium and large scale
industries, only fifteen groups that have productivity value over 200 million / person and only two
groups are worth over Rp 1 billion, ie oil and gas industry and four-wheel vehicle industry.
B. Investment
World Investment Prospect in 2009-2011 (UNCTAD, 2009) reported that prospects for investment
in Indonesia ranked eightth due mainly to the large market and the availability of natural resources.
Problems faced to improve the investment are (a) not yet optimal implementation of harmonization,
synchronization, simplification and policies, either among center's institutions and it between central
and local, (b) Inadequate quality of infrastructure, (c) quite long permit process investment cause the
high cost of investment permit compared to competitor countries, (d) inadequate supply of energy
required for industrial activities, (e) quite a lot of local regulations (regulations) that inhibit
investment climate, (f) concentrated distribution of investment in Java, and (g) technology transfer
not yet optimal implemented.
C. Transportation
Current situation shows there are still many problems in implementing transportation need to be
addressed, including: 1) Limited number and poor condition of transportation facilities and
infrastructure lead to high transportation costs of goods and passengers as well as the decrease in
transportation safety.2) The policy and transport planning is still partial in both sectoral and regional,
and not integrated across sectors and regions. 3) Limited funding for infrastructure maintenance.4)
Inadequate provision of urban transport facilities and infrastructure.5) Lower accessibility of
transport services for people in rural areas.
3.5-8
D. Energy
In 2004-2008 period , although petroleum share in national energy compound has declined, but its
usage volume is still increasing annualy , and is expected to continue to increase over the next five
years. The gap between fuel consumption with the ability to produce crude oil and fuel in the
country has led to large dependence on imports, either crude oil and fuel imports. Dependence on
imports is causing national energy security vulnerable to price fluctuations and crude oil supply /
demand. The gap between fuel supply and demand within the country are also due to declining crude
oil production in recent years. It occurs because most oil field currently operating is an old oil field
(mature), whereas the addition of new oil fields can not keep pace with the needs of domestic crude
oil.
National energy intensity figures in 2005-2008 period is approximately 401 tons oil equivalent
(TOE) / million U.S. $ of GDP (2005 and 2006), 397 TOE / million U.S. $ of GDP (2007), and 382
TOE / million U.S. $ of GDP (2008) while the energy intensity figures in Asean countries, Malaysia
in 2008 (335 TOE / million U.S. $ of GDP), and the average of developed countries members of the
OECD is 136 TOE / million U.S. $ GDP. Inefficiency is especially true within fuel supply
consumption in urban transportation sector, including mass public transport systems service utilizing
low energy consumption not yet institutionalized. In addition to inefficiency, the provision of final
energy, especially electricity and fuel supply, are also constrained by the limited level of energy
infrastructure services, such as production facilities, processing, transportation and distribution,
especially in rural areas, remote and border areas.
4.
Sectors Development Strategy
A. Industry Revitalization Strategy
Establishing Presidential Decree number 28 of 2008, the government has established the National
Industrial Policy . Industry Cluster Priorities within the National Industrial policy is as follows:
A) Agro Industries: 1) the palm oil industry, 2) rubber and rubber goods; 3) cocoa and
chocolate; 4) coconut ; 5) coffee ; 6) sugar industry; 7) tobacco ; 8) fruits industry ; 9)
wood and wood products; 10) fishery and marine products industry; 11) pulp and
paper ; 12) milk processing ;
B) Transportation Equipment Industry: 1) motor vehicle industry , 2) the shipping
industry; 3) aerospace ; 4) raiway industry;
C) Electronics and Telematics Industry: 1) electronics industry , 2) telecommunications
and its supporting hardware industry, 3) broadcasting industry and its supporting; 4)
the computer industry and its equipment;
D) Manufacturing Industry Base:
i) basic material industries: 1) iron and steel industry; 2) cement industry; 3)
petrochemical industry; 4) ceramics industry;
3.5-9
ii) machinery industry: 1) industrial electrical equipment and electrical machinery; 2)
general industrial machinery and equipment;
iii) labor-intensive manufacturing industries: 1) textiles and textile products industry;
2) footwear industry; 3) pharmaceutical industry with domestic source raw
materials.
E) Supporting Specific Creative and Creative Industries : 1) software and multimedia
content industry; 2) fashion industry, 3) crafts and art goods industry;
F) Specific Small and Medium Industry: 1) gemstones and jewelry industry; 2)
community salt industry; 3) decorative pottery and ceramics industry; 4) atsisri oil
industry; 5) snack food industry.
Based on the development policy strategy and direction, industry development priority focus in
National Middle Term Development Plan (RPJM) 2010-2014 is focused on three things as follows:
(A) Population growth Priority Focus on Industrial Enterprises to produce industrial
enterprises population size increase with more healthy posture and supported by the
following priority activities:
(I) Industry revitalization particularly the fertilizer industry, sugar industry, these for
various clusters priorities industry according to the National Industrial Policy.
(II) Industry cluster growth based on palm oil (oleochemical) and those based on oil
and gas condensate.
(III) Development of industrial zones especially those in special economic zones
(KEK).
(B) focus on Priority Strengthening Industrial Structure to the expected outcome is the
more integration of SMEs in industrial clusters Industry, emergence and development
of industry cluster to strengthen Industry competitiveness in the global market,
supported by the following priority activities:
(I) Industry development to be able more compete to become the supplier for larger
industry and / or downstream Industry;
(II) Industry standardization development and management to facilitate inter industry
business transactions
(C) Priority focus on Industrial Enterprises Productivity Increased with expected outcome
is increasing products added value through application of science and technology and
is supported by priority:
activities covered in the leading industry improvement program based on science
and technology , particularly for transport equipment, electronics, and telematics
industry.
B. Investment Strategy
Investment development strategy in the next five years are as follows (1) encourage the development
of investment in various sectors, especially food, energy and infrastructure in order to increase the
3.5-10
distribution of investments, (2) encourage the development of local primacy-based investment,
including plantation , fisheries and livestock sectors in context of employment creation, (3) improve
the effectiveness of investment policies through harmonization and simplification of various rules
sets , both at central and regional levels; and (4) encourage the acceleration of infrastructure
availability in broad sense by increasing partnership effectiveness between government and business
sector in order to increase investment attractiveness, and (5) encourage the development of special
economic zones for added value products, among others, leather goods and footwear, transport, other
services sector, petrochemical -based industry , machinery industry, electrical machinery and
electrical equipment, and textiles and textile products industry (TPT)
C. Transportation Strategy
To achieve the target in order to improve transport infrastructure facilities and services in accordance
with Minimum Service Standards (MSS), then the policy direction and priority of the mainstreaming
strategy is to improve the safety and quality of transportation services comprehensively and
integratedly from various aspects (prevention, fulfillment of shipping navigation and air
completeness, traffic signs, railway signaling systems, supervision and enforcement, accident impact
and accident-prone area management, traffic accident information systems, transportation facilities
and infrastructure feasibility, as well as transportation users.
Strategies to implement policy directions are: (a) meet safety and security of shipping and aviation
standards are issued either by the International Civil Aviation Organization ICAO, International
Maritime Organization IMO as well as by the International Association of Light House Authorities
(IALA) included the ISPS Code, (b) subsidies for pioneering operation and OSP for economy class
transportation services, (c) development of transportation facilities and infrastructure in remote areas,
rural and border areas, (d) meet the search and rescue equipment completeness, and (e) to mitigate
and adapt to climate change by encouraging activities such as: development by improving public
transit and bus rapid transit service in these areas; application of Area traffic Control System (ATCS
and the use of solar cell at traffic light; the use of fuels alternative and socialization of biofuels use in
cooperation with the Ministry of Energy and Mineral Resources; development of technology for
traffic management arrangements; use of hybrid vehicle technology; application of road pricing in
metropolitan area; improve fuel emission control; improve pedestrian facilities and use of nonmotorized vehicles; formulation of Eco Port Guidelines and Eco Airport Guidelines; and air
transport noise reduction.
D. Energy Strategy
Policy direction and strategies to increase energy resilience and independence in National Middle
Term Development Plan (RPJM) 2010-2014 is as follows:
Increasing and oil and gas reserves production through increasing investment attractiveness of
exploration and exploitation mainly subjected to meet the needs of both domestic industrial fuel and
raw materials, and foreign exchange income sources.
3.5-11
Several policies and strategies will be undertaken to: (i) encourage the investigation and geological
mapping to improve backup data control and take inventory and updating data of petroleum , natural
gas, coal and methane gas field development potential, (ii) incentive implementation more effective
to encourage petroleum, natural gas, methane gas and coal exploration and exploitation activity, as
well as improve promotion quality and offering oil and gas fields as well as production control and
utilization of oil and gas for raw material purpose, especially, domestic fertilizers and petrochemical
(iii) encourage the utilization of research and technology development, especially EOR high-tech to
utilize old oil fields , and (iv) improve transparency, governance, and eliminating corruption and non
efficient cost in upstream energy sector, namely the exploration and exploitation
To increase the use of new and renewable energy, and clean energy, some policies and strategies will
be directed to (i) encourage the utilization of geothermal energy for medium-and large-scale power
generation, (ii)) encourage the use of micro hydro to small and medium scale power generation ,
especially in remote areas not covered by the national electricity network system, (ii)) encourage the
use of biofuel, with its plantation in unused and spacious land and has high potential for agricultural
production, and (iii) encourage the use of solar and wind power in remote area / islands and areas
with lower levels energy availability but has high intensity of sun / wind such as East Nusa Tenggara,
West Nusa Tenggara, Papua, Maluku, and so on.
3.5.2 Regional Spatial Planning in Banten Province
(1) Spatial Structure Plan
The centre system direction identifies that Banten Province will has several level center systems,
which is as follows.
1. National Activity Center (PKN):
which includes urban i.e. Tangerang and South Tangerang Urban areas corresponding to
regulation in Presidential Decree No. 54 year 2008 about Jabodetabekpunjur Zone Spatial
Planning, in addition to Serang and Cilegon urban area in accordance with the Government
Regulation Number 26 Year 2008 about National Spatial Plan, hereinafter referred to
National Activity Center (PKN) is the urban area function to serve,
2. Regional Activity Center (PKW):
includes the urban areas i.e. Pandeglang and Rangkasbitung corresponding to regulation in
Government Regulation Number 26 Year 2008 about the National Spatial Planning and
Banten Province Spatial Plan year 2002-2017. Regional Activity Center is an urban area
functioned to serve provincial scale activities or multiple regencies / cities. Provision of
supporting infrastructure and facilities corresponding to its hierarchy is required in order to
strengthening its cities function. The cities proposed as Regional Activity Center Promotion
(PKWp)i.e. Panimbang, Bayah, Maja, Balaraja and Teluk Naga urban areas.
3. Local Activity Center (PKL):
3.5-12
which includes the urban areas i.e. Labuan, Cibaliung, Malingping, Tigaraksa, Kronjo,
Anyar, Baros, Kragilan. Thereby, the cities need to be encouraged as an urban area which
function to serve activities at regency / city scale or a few districts. Provision of supporting
infrastructure and facilities corresponding to its hierarchy is required in order to strengthen
cities function as a Local Activity Center (PKL).
Banten Province is divided into 3 Development Work Area (WKP), namely: WKP I covered
Tangerang Regency, Tangerang City, and South Tangerang City; WKP II includes Serang Regency,
Serang City and Cilegon City; WKP III includes Pandeglang Regency and Lebak Regency. The
cities function and role direction of Development Work Area (WKP) associated with the
development of the Sunda Strait bridge foot Zone is Development Work Area (WKP) II is directed
for government, education, forestry, agriculture, industry, ports, warehousing, tourism, services,
trade, and mining development activities.
(2) Spatial Pattern Plan
Banten Province Cultivated zone is direction designation consisting of:
A. The Zone Allocation for Production Forest.
B. The Zone Allocation for Agriculture.
C. The Zone Allocation for Plantation.
D. The Zone Allocation for Fisheries
E. The Zone Allocation for Mining.
F. The Zone Allocation for Industry.
G. The Zone Allocation for Tourism
H. The Zone Allocation for Settlement.
In addition to the above allotment zone, Banten Province also has Cultivation Zone that store
National Strategic Value is Bojonegara - Merak - Cilegon Zone with dominant sector of industry,
tourism, agriculture, fisheries, and mining. Moreover Cultivation Zone also directing to develop
Krakatau sea and its surroundings with fisheries, mining, and tourism. leading sectors.The cultivated
development zone in Banten Province in 2030 plans for approximately 604,277 hectares or 69.85%
of the total of Banten province area, including:
A.
The Zone Allocation for Forest Production
Direction management for production forest zone:
Production forest zone is directed in Serang, Lebak and Pandeglang Regencies. Production forest
zone development plans for approximately 58,091 ha (6.71%) of the vast Banten Province.
B.
The Zone Allocation for Agriculture
3.5-13
Direction management for agriculture zone:
• Food-crop agriculture zone is directed in Serang City, Serang Regency, Cilegon City,
Tangerang Regency, Pandeglang Regency and Lebak Regency.
• Horticultural zone is directed in Serang, Tangerang, Pandeglang and Lebak Regencies.
• Farming zone is directed in Serang, Tangerang, Pandeglang and Lebak Regencies.
• Sustainable food-crop agriculture zone in rural areas is directed in Serang City, Serang
Regency, Cilegon City, Tangerang Regency, Pandeglang Regency and Lebak Regency.
Agriculture designation development zone is directed in area of approximately 216,577 ha (25.03%)
of the Banten Province.
C.
The Zone Allocation for Plantation
Direction management for plantation zone:
Plantation designation zone is directed in Lebak Regency, Pandeglang Regency, Serang Regency,
Tangerang Regency, Serang City, Cilegon City, Tangerang City and South Tangerang City.
Plantation designation zone covers dryland cultivation zone directed development of approximately
176,957 ha (20.45%) of the vast Banten Province.
D.
The Zone Allocation for Fisheries
Direction management for fishery zone:
Fishery designated zone is directed in Serang Regency, Tangerang Regency, Lebak Regency,
Pandeglang Regency, and Serang City.
E.
The Zone Allocation for Mining
Direction management for mining zone:
• Mineral mining designation zone includes metallic minerals (gold) directed is directed in
Lebak Regency, and Pandeglang Regency.
• Coal mining designation zone is directed in Lebak Regency.
• Geothermal mining designation zone is directed in Pandeglang and Serang Regencies
(WKP Kaldera Danau Banten possible up to 115 MW, Gunung Karang possible up to
170 MW), Pandeglang Regency (Pulosari Mountain, hypothetic for 100 MW), Lebak
Regency (Pamancalan, speculative for 225 MW, Endut Mountain speculative for 100
MW and possible for 40 MW, and Ciseeng hypothetical for 100 MW).
3.5-14
• Oil and gas mining designation zone is directed in Banten Block (3999.00 km2),
Rangkas Block (3977.13 km2), Ujung Kulon Block (3706.47 km2), Sunda Strait I
(8159.40 km2), Sunda Strait II (7769.85 km2), and Sunda Strait III (6035.64 km2).
F.
The Zone Allocation for Industry
Industrial designated zone covers :
• Large industry, directed to: Serang, Tangerang, and Cilegon Regency.
• Medium industry, directed to: Tangerang City, South Tangerang City, Cilegon City,
Pandeglang Regency, Lebak Regency and Serang Regency.
• Small industry, aimed at: Lebak Regency, Pandeglang Regency, Tangerang Regency,
Serang Regency, Tangerang City, South Tangerang City Serang, City and Cilegon City.
G.
The Zone Allocation for Tourism
Direction management for tourism zone:
Tourism designation area is directed in the West Coast tourism zone (Anyer, Labuan / Carita,
Tanjung Lesung and Sumur), Old Banten Area, Karangantu Port, South Coast Area Tourism (along
the southern shore of the Muara Binuangeun - Panggarangan - Bayah), Baduy Settlements
(Leuwidamar, Cimarga), Ujung Kulon National Park (Cigeulis, Cimanggu, Sumur, Panaitan Island,
Handeuleum Island, Peucang Island, Taman Jaya, Ciputih Beach and Honje Mountain).
H.
The Zone Allocation for Settlement
Direction management for settlement zone:
Designation zone scattered settlements is directed in each regency/city Province in Banten. Industrial
designation zone, tourism designation zone, and residential designation zone is categorized as urban
zone are developed of approximately 152,651 ha (17.65%) of the Banten Province area.
3.5-15
Fig.3.5-5: Spatial Plan of Baten Province
3.5-16
Fig.3.5-6: Protected Area Planning Map in Banten Province
3.5-17
Fig.3.5-7: Development Area Planning Map of Banten Province
Picture 4.6
Cultivated Area planning
Scale
Kilomete
2
0
2
Project: Transverse Mercator
(UTM)
4 rs
System grid: geography of Universal Transverse Mercator
INFORMATION
Provincial Capital
District/City Capital
Subdistrict Capital
Provincial boundary
District boundary
Subdistrict boundary
Shoreline
Mountain
River
District Road
National Road (Arterial)
National Road (Collector)
Regional Road (Collector)
Toll Road
Railway line
Lake
Cultivated Area
Residential Area Allocation
Regional plantation Allocation
Forest Area Allocation
Farming Area Allocation
Industrial Area Allocation
APPROVED BY:
BANTEN GOVERNER
Hj. RATU ATUT CHOSIYAH
LOCATION DIAGRAM
3.5-18
Fig.3.5-8: Land-Use Map of Banten Province
Picture 4.8
Spatial patterns planning
Scale
Kilomete
2
0
2
Project: Transverse Mercator
(UTM)
4 rs
System grid: geography of Universal Transverse Mercator
INFORMATION
Provincial Capital
District/City Capital
Subdistrict Capital
Provincial boundary
District boundary
Subdistrict boundary
Shoreline
Mountain
River
District Road
National Road (Arterial)
National Road (Collector)
Regional Road (Collector)
Toll Road
Railway line
Lake
Cultivated area
Indust
Agriculture
Settlement
Plantation
Production Forests
Protected area
Natural Park
Reserve
National Park
Protected Forest
Reclamation Area
Metallic Minerals
Non-metallic
Mi
l
Coals
APPROVED BY:
BANTEN GOVERNER
Hj. RATU ATUT CHOSIYAH
LOCATION DIAGRAM
3.5-19
Fig.3.5-9: Strategic Area Development Plan Map
Picture 4.8
Spatial patterns planning
INFORMATION
Provincial Capital
District/City Capital
Subdistrict Capital
Provincial boundary
District boundary
Subdistrict boundary
Shoreline
Mountain
River
Lake
3.5-20
District Road
National Road (Arterial)
National Road (Collector)
Regional Road (Collector)
Toll Road
Railway line
(3)
Local Spacial Structure and Spatial Pattern Plans
Sunda Strait Bridgefoot Development Zone in Banten Province side is directly related to the two
regency/cities where the Sunda Strait Bridge is located, ie Cilegon City and Serang Regency. Policy
and strategy development overview of Sunda Strait Bridgefoot spatial zone in Banten Province is
strongly influenced by Cilegon and Serang spatial policies and strategy and its spatial structure and
pattern plans until 2030.
Table3.5-1: Land-Use Plan of Cilegon District
Land-use
I.
Protection Zone and Green Open Space
1.Protection Zone
2.Local Protection Zone
3.Green Area (Park, Green Line, Sport Arena/Stadium),
Cemetery
4.Agriculture Open Space
Sub Total I
II
Ha
%
3,023.70
328.19
17.23
1.87
960.59
5.47
1,415.22
5,727.70
8.07
32.64
Urban Cultivation Zone
1.Housing Zone
2.Trade and Service Zone
3.Government and Public Building Zone
4.Industry Zone
5.Port and Warehouse Zone
6.Tourism Zone (include Merak Kecil Island and Rida
Island)
7.Mixed-use Zone
8.Integrated Terminal Zone
9.Final Disposal Area (Solid Waste Management)
10.Dangerous Waste Collection Area (B3)
11.Road Infrastructure
Sub Total II
6,144.21
450.62
22.00
3,514.28
416.16
35.01
2.57
0.13
20.02
2.37
30.61
0.17
298.45
31.78
18.64
50.00
845.55
11,822.30
1.70
0.18
0.11
0.28
4.82
67.36
TOTAL
17,550.00
100.00
Land use plan for Industrial Mainstay Zone has an area of 20.02% or the second largest after
residential area. To support the Industrial Area, required Warehousing and Port Zone development
plans with an area of 416.16 hectares or 2.37% of its total urban land use, and Trade and Services
Zone area of 450.62 hectares or 2.57% of its total land use of the city.
Industrial Zone development direction includes:
a) Develop environmentally friendly industrial zone in Pulomerak and Ciwandan Districts;
b) Existing small and medium industries in settlement zone can be maintained as long as no
negative impact and future efforts are made to agglomerating within 1 certain industrial
3.5-21
zones allocating in Citangkil, Cilegon , Cibeber, and Jombang Districts. Industrial estates for
micro, small and medium enterprises has stipulated for minimum area of five hectares;
c) Industries that are not on respective allocation should be relocated gradually; and
d) Industrial activities that could potentially contaminate the environment is directed to manage
and monitor its waste more intensive and / or converted into a service activity.
The Port and Warehouse Zone development direction consists of three collection ports and 17
Terminal for Internal Purposes (TUKS), include:
a) Collecting Port Zone
Collecting port had been existed in Cilegon City include PT. Pelindo II Port, PT. Krakatau
Bandar Samudera Port, and PT. Indah Kiat Port. In addition to the three ports, new ports
will be developed in Warnasari Sub-district Citangkil District, located on the right side of
PT. Krakatoa Daya Listrik Gas Power Plant. Planned port area is integrated with
warehousing as supporting facilities.
b) Terminal Zone for Internal Purpose (TUKS)
Except public port, Cilegon City has 17 TUKS. Warehouse zone development plans is
directing to warehousing and non-pollutants production activities within port zone, instead
of develop warehouse in the eastern zone of Cilegon (BWK V) to support Bojonegara Port
development plan.
Services and Trade Zone development direction includes:
a) Wholesale carrier market development in south outer Ring Road Corridor and east Cilegon
Secondary Center.
b) Existing shopping center development must be controlled and further development directed
to East Cilegon (BWK V), South (BWK I and IV), and North zones (BWK II).
c) Develop and prioritize the professional services activities (lawyers, doctors, psychologists,
and the like); trade services (export-import activities, futures trading, and the like); and
financial services (banking, insurance, non-bank financial institutions, capital markets, and
the like) into Cilegon City Centre and East Cilegon.
d) Prioritizing professional services; trade services; tourism services (agents and travel
agencies, lodging, and the like); and financial services development zone activities in East
Cilegon , South Cilegon (south outer Ring Road ), and the primary arterial and secondary
arterial roads according to the designation.
e) Limiting office services concentration in Cilegon City Center zone, especially downtown
core zone.
3.5-22
Fig.3.5-10: Cilegon City Spatial Map (2010 – 2030)
SPATIAL PATTERNS PLANNING MAP
CILEGON CITY 2010-2030
Cilegon City Government
REGIONAL SPATIAL
PLAN
INFORMATION:
Railroad
Road
SUTET
Administrative boundaries
I. URBAN CULTIVATION AREA
Scale: 1:90000
II. PROTECTED AREA &
OPENGREEN AREA
Residential area
Industrial area
Port/Warehouse area
Trade/Service area
Government and Public building
Tourism area
Integrated terminal area
Other area
(East Cilegon Secondary Center)
Waste landfills
Industrial landfill site
Mining & Quarring area
3.5-23
MAP ORIENTATION
Protected forest
Local protected area
Reservoir /Lake area
Opengreen area
Industrial greenbelt
Agriculture
Public cemetery
Town forest area
III. DISAATER-PRONE AREA
Natural fortress
Location of evacuation
Camp sites
Alternative posts
CILEGON
H.Tb. IMAN ARIYADI S.Ag MM,
MSI
CHAIRMAN OF
CITY
PARLIAMENT
H.ARIEF RIVAI MADAWI,
SH, MSI
Source
Peta Dasar Dinas Tata Kota Cilegon Tahun 2005
Fig.3.5-11: Cilegon City Built-up Zone Planning Mapn (2010 – 2030)
Cilegon City Government
REGIONAL SPATIAL
PLAN
Gamber: 5-10
Region Development Plan
INFORMATION
Railroad
Road
SUTET
Administrative boundaries
Residential area
Industrial area
Port/Warehouse area
TPU
Trade/Service area
Government and Public building
Tourism area
Integrated terminal
Mixed region
(Eastern Clegon Secondary
Waste landfills
Industrial landfill site
Public cemetary
Scale: 1:90,000
Source:
Hasil Analisis
Peninjauan Kembali
RTRW Kota Cilegon
Halaman V-72
3.5-24
(4) Sunda Strait Area Bridgefoot in Baten Side
As states in .Master Plan of Acceleration and Expansion of Indonesia Economic Development 20112025 (MP3I document, 2011). Java Island Economic Development Corridor is projectioned as driver
for National Industry and Services Provision. Responding to the master plan, Java Economic
Corridor has potential to progress in its value chain from manufacturing based economy to servicebased economy. This corridor has the potential to serve as the benchmark for economic changes,
evolving from primary-industry focus towards being more focused on tertiary-industry. Java
Economic Corridor will be on food and beverage, textile, transportation equipment, shipping, ICT,
and defense equipment.
Responding to the Java Economic Corridor direction, Banten Province has prepared proposed
investment opportunity offered to foreign and domestic parties to participate in some future projects,
such as:
a)
b)
c)
d)
e)
f)
g)
h)
i)
j)
k)
l)
Strategic Zone Development Project and Sunda Strait Bridge Development;
A 300.000 Barrel capacity/day Oil Refineries Development Project;
Bojonegara International Port Development Project;
Karian Dam Development Plan in Lebak Regency, and some other Dams Development;
Integrated Regional Final Solid Waste Management in Bojong Menteng;
Electricity Infrastructure Development in Banten Province;
Integrated Steel Mill Project (JV Krakatau-Posco)
Zhejiang Investment (China): industrial estate, cement industry, railway, steel, manufacture,
etc.
Cilegon – Bojonegara Toll Road Investment;
Serang – Panimbang Toll Road Project;
Railway Network Lane Development Plan in Banten Province;
Tanjung Lesung Water Front City Development.
Strategic spatial plan issues analysis mentioned that Sumatera provide raw materials for goods,
whereas Java produce processing food and goods, and distributing raw materials. Therefore Banten
Province as the centre region and province between Java and Sumatera will have very important role
for processing and distributing industrial and agriculture products to and from Sumatera and Java.
Considering to those all above planned projects, some development areas to provide Services and
Trades as supporting economic activities also should be proposed around JSS bridgefoot zone. The
zone location potentially will be integrated with Anyer Coastal Tourism Zone, which will be
connected regionally through planned railway from Anyer to Bojonegara and Serpong. Services and
Trades Zone also can be developed within Tanjung Lesung Water Front City and designated trade
and services zone in Cilegon to attract investment is western zone of Banten Province.
3.5-25
Water and energy provision can be easily expanded through these sectors master plan and based
on total demand. Water can be obtained from some dams development such as Karian, Sindangheula,
and some water spring between Bojong and Cadasari. And energy can be provided from some
power plant development plan in Labuan and Suralaya, instead of geothermal energy resource from
Banten lake Caldera, Pulosari Mountain, Endut Mountain and Pamancalan on the southern part.
3.5-26
Fig.3.5-12: Spatial Plan of Banten Province (2030)
(Source : Regional Spatial Planning in Banten Province [2011] )
3.5-27
Fig.3.5-13: Water Resource Potential in Baten Province
(Source : Regional Spatial Planning in Banten Province [2011] )
3.5-28
Fig.3.5-.14: Energy Development Potential in Baten Province (Geothermal)
(Source : Regional Spatial Planning in Banten Province [2011] )
Fig.3.5-15: Oil and Natural Gas Reserve and Concession
(Source : Regional Spatial Planning in Banten Province [2011] )
3.5-29
3.5.3 Regional Spatial Planning in Lampung Province
(1) Regional Policy and Strategy
1. Improving accessibility and equity social services throughout the economy and cultural
provincial area
2. Maintain and realize environmental sustainability, and reduce natural disasters risk
3. Optimizing the spatial utilization of cultivated area in accordance with the carrying capacity
of the environment
4. Increasing productivity of leading sectors in accordance with land carrying capacity
5. Opening investment opportunities in order to improve the region's economy
Develop an integrated commercial zone in the central Lampung, self-integrated zone
(KTM) in Mesuji, Lampung industrial zone (KAIL) in South Lampung, as well as
other potential zones as growth centers.
6. Alleviating poverty in less developed zone
7. Support functions for the defense and security area
(2) Spatial Structure Plan
Lampung Province functional hierarchy is vertically levelled in 4 (four) ordination service centers,
namely:
1. National Activity Center (PKN), which serves Lampung Province central region and / or its
surrounding areas in Southern Sumatra, National, and International. This service center is
located Bandar Lampung City.
2. Regional Activity Center (PKW), is the center to serves one or more Regency / City. The
center is developed with a higher intensity to stimulate economic growth in the surrounding
area.
3. Promotion Regional Activity Centre (PKWp), the center of local activities to be promoted or
recommended by the province in five years will be the PKW, considering that the city
function and role has had characteristic as activity center.
4. Local Activity Center, is independent cities in addition to primary and secondary centers is
being developed to serve one or more districts. Tertiary service center was primarily
developed to create a unit area space more efficiently.
(3) Spatial Pattern Plan
Cultivated zone in Lampung Province is the designation direction that consists of:
A. The Zone Allocation for Production Forest.
B. The Zone Allocation for Agriculture.
C. The Zone Allocation for Plantation.
D. The Zone Allocation for Fisheries
E. The Zone Allocation for Mining.
F. The Zone Allocation for Industry.
G. The Zone Allocation for Settlement.
3.5-30
A.
Allocation for Forest Production Zone
Forest cultivated zone cover limited productive forest zone (HPT) and permanent production forests
(HP). Limited Production Forest is located in Lampung Barat Regency, while the permanent
production forests scattered in Way Kanan Regency, Tulang Bawang Regency, Lampung Tengah
Regency, Lampung Utara Regency , Lampung Timur Regency, Mesuji Regency and Tulang Bawang
Barat Regency, Pesawaran Regency and Lampung Selatan Regency.
B.
Allocation for Agriculture Zone
Based on the analysis, the total area of the allotment area of agriculture by the year 2029 is 6351.90
km². The specific direction for wetland agricultural rice crop commodities production is directed
across Lampung Province, except Bandar Lampung. Further development of dryland agriculture is
directed throughout regencies on suitable land , except in Lampung Barat and Tanggamus Regencies.
C.
Allocation for Plantation Zone
Zone extent for plantation designation until the year 2029 is 9645.35km². Some plantation
commodities of coffee, pepper, cocoa and coconut directed to the appropriate land in some regencies
such as Lampung Selatan Regency , Lampung Timur Regency , Lampung Utara Regency , Lampung
Barat Regency , Pringsewu Regency, Tulang Bawang Regency , Tulang Bawang Barat Regency ,
Mesuji Regency, Pesawaran Regency and Tanggamus Regency. While for large-scale plantations is
directed for sugar cane, rubber and palm oil are producted in Lampung Tengah Regency, Lampung
Selatan Regency , Lampung Utara Regency, Way Kanan Regency, Mesuji Regency, Pesawaran
Regency , Tulang Bawang Barat Regency and Tulang Bawang Regency.
D.
Allocation forFisheries Zone
Marine fishery resources potential is huge and is divided into three regions, along the east coast
(Java Sea), the Sunda Strait (Lampung Barat Gulf and Semangka Gulf) and along the west coast. For
fisheries distribution, fish is dominated by various types of economically important fish such as big
eyes tuna, setuhuk, striped setuhuk, blue fin tuna and albakora which includes west coastal areas ,
Lampung Bay in Pesawaran, Semangka Gulf in Tulang Bawang Barat Regency and other Sumatra
East Coast. For brackish water fishery cultivation is developed in the East coast carried out with
great attention to preserve mangroove forest , in order to maintain the coastal and marine ecosystems.
For cultivation ponds can be developed in entire region of Lampung Barat Province, except Bandar
Lampung City and Metro City. Zone extent for this fishery is 567.50 km ². Fisheries port is
developed in Lampung Barat Regency (Kuala Krui and Bengkunat), Bandar Lampung City
(Lempasing), Tanggamus Regency (Kota Agung) and Lampung Timur Regency (Labuan Maringgai).
Marine tourism is developed along the coast of Lampung Barat, especially along the Sumatra coast.
E.
Allocation for Mining Zone
3.5-31
Distribution of mining potential in Lampung Province include:
• Tanggamus Regency (reserve) include ziolit (437.67 million m3), gold (415,677 tonnes),
coal (867,000 tons), geothermal (400 Mw), bentonite (88.7 million m3) and granite (62.5
million m3).
• Lampung Barat Regency (reserve) include andesite (1,000,000 m3), gold (16,783 Ha),
geothermal (430 Mw), trass (2.75 million m3), diatomea (170,000 m3), and perlite (10.5
million m3).
• Lampung Utara Regency (backup), and site (97.4 million m3).
• Way Kanan Regency (reserves) include coal (131.25 million), gold (829,680 tonnes),
marble (615.8 million m3), kaolin (2.929 million m3) and precious stones (40,000 m3).
• Mesuji Regency (backup), coal (360,000 km2).
• Tulang Bawang Barat Regency (reserve) quartz sand (3.6 million m3) and oil and gas (in
research).
• Lampung Tengah Regency (reserve) include andesite (443.26 million m3), gold (102,875
tonnes), coal (2,358,855 tons), iron ore (68,457 tons), fedspar (389.35 million m3) and
granite (980.6 million m3 ).
• Lampung Timur Regency (reserve) include andesite (3,449,511 m3), quartz sand (32.575
million m3) and petroleum (in research).
• Lampung Selatan Regency (reserve) include andesite (87.34 million m3), zeolite (8,000 m3),
coal (5,000 tons), iron ore (1.902 million tonnes), iron sand (5071 m3), gold (10732.5 tons),
manganese (243 000 tonnes), granite (287 million m3).
•
Pesawaran Regency reserve for coal and geothermal whereas the deposit are in the research
stage.
F.
Allocation for Industrial Zone
Up to present situation, the industrial park development will be maintained as the industrial zone is
194.4 km².
Large industries, especially high-tech industry is directed to be developed in Lampung Selatan
Regency , Lampung Tengah Regency , Tulang Bawang Regency, Mesuji Regency , Lampung Timur
Regency , Tanggamus Regency, Lampung Utara Regency and Pesawaran Regency.
G.
Allocation for of Settlement Zone
Area of planned residential zone is 2321.83 km².
• High density residential zone will be directed in Bandar Lampung City, Metro City,
Lampung Tengah Regency , and Pringsewu Regency.
• Medium density residential zone will be directed in Pesawaran Regency , Lampung Selatan
Regency , Lampung Utara Regency and Tulang Bawang Barat Regency.
3.5-32
•
Low density residential zone will be directed in Lampung Timur Regency , Tulang Bawang
Regency, Mesuji Regency , Way Kanan Regency, Lampung Utara Regency Tanggamus
Regency and Lampung Barat Regency .
(4)
Province Strategic Zone
Strategic Zone for the economic interests is include:
1) Bandar Lampung Metropolitan zone, is based on efforts to create a compact , efficient and
maintained city to avoid activities accumulation in only one region . Provincial
government authority is initiating from the preparation of Detailed zone Strategic Plan, the
preparation of integrated urban infrastructure development DED for Bandar Lampung
Metropolitan City, development implementation and supervision.
2) Integrated Panjang Harbour zone in Bandar Lampung. Integrated port area consists of land
and water surrounding the ship rests, docked, passengers embarcation and debarcation,
goods loading and unloading are equipped with the safety of shipping, port support
activities, and inter transportation modes. Provincial government authority is initiating the
preparation of Strategic Zone Detail Plan, preparation of zone infrastructure DED,
financing development and supervision.
3) Bakauheni zone has a strategic value as a gate of Sumatra from Java direction. Provincial
government authority is initiating the preparation of Bakauheni Strategic zone Detailed
Plan, preparation of infrastructure masterplan and regional infrastructure DED up to the
implementation of development and supervision.
4) Agropolitan Zone in Lampung Tengah Regency, Tanggamus Regency, Lampung Barat
Ragency, Lampung Selatan Regency , Pringsewu Regency, Lampung Utara Regency ,
Lampung Timur Regency , Pesawaran Regency, Mesuji Regency , Way Kanan Regency,
Tulang Bawang Barat Regency and Tulang Bawang Regency. Provincial government
authority is initiating preparation of Agropolitan Strategic Zone Detail Plan, preparation of
integrated infrastructure region development DED agropolitan zone up to development
implementation and monitoring.
5) Integrated Self Containment City (KTM) in the Mesuji Regency. Through its development
is expected to distribute the economic centers, which will not be concentrated in Bandar
Lampung City. Provincial government authority is initiating preparation of Detail Zone
Strategic Plan, preparation of within zone masterplan sectors and utilities .
6) Bonded shrimp ponds zone in Tulang Bawang Regency and Mesuji Regency . There are
several large companies and community farms in the zone, is one of the largest pond in
3.5-33
Indonesia. Associated to strategic zone establishment is , the Provincial government
authority is initiating preparation of Detail Plan for Strategic Zone and area management.
7) Agro Minapolitan Zone in Lampung Barat Regency, Lampung Selatan Regency, Lampung
Tengah Regency , and Lampung Timur Regency . Associated with the establishment is
strategic area, the Provincial government authority is initiating preparation of Agropolitan
Strategic Zone Detail Plan, preparation of DED zone infrastructure until its management.
(5) Sunda Strait Area Bridgefoot in Lampung Side
Master Plan of Acceleration and Expansion of Indonesia Economic Development 2011-2025 (MP3I
document, 2011) directing Sumatera to become The Center for Production and Processing of Natural
Resources As The Nation’s Energy Reserves. Sumatra’s strategic location can propel it to
become,“The Front Line of The National Economy into The European, African, South Asian, East
Asian, and Australian Markets”.
The corridor thrives in the fields of economic and social development. Its main economic
activities are palm oil, rubber and coal. These activities have great potential to become main
economic drivers. Steel production which is concentrated in Banten is also expected to become one
of the drivers of growth in this corridor, particularly after the completion of the Sunda Straits Bridge.
Regarding to Strategic Zone Development Plan of Lampung Province related to Sunda Straits Bridge
development in the Spatial Planning document, some economic strategic zones are proposed in
Lampung Selatan Regency include:
a. Realization of Sunda Strait national strategic zone include:
• Formulation of Sunda Strait zone masterplan;
• Creation of Sunda Strait zone DED;
• Sunda Strait zone infrastructure developmentAgropolis zone; which those all are
central government authority.
b. Formulation for Masterplan and infrastructure development and Terminal for Agribusiness
Sidomulyo Zone Penengahan
c. Bandar Lampung Metropolitan zone;
d. Agro Minapolitan (fish pond and processing) zone;
e. Bakauheni Zone zone:
• Formulation of Masterplan for Bakauheni Zone;
• Arrangement of the area around bridge foundation Sunda Strait; and
• The zone infrastructure development.
f. High Tech Industry Zone:
• Lampung Industrial Zone development (KAIL);
• Formulation of Lampung Industrial masterplan;
• Formulation of Ketapang Industrial Estate masterplan;
3.5-34
• Formulation of container terminal zone and Katibung Industrial masterplan;
• Construction of industry and warehousing supporting infrastructure.
g. Realization of Merbau Mataram strategic zone via:
• Formulation of coal terminal zone masterplan;
• Steam power plants development; and
• The zone infrastructure development.
Analyzing the site location indicated by the Lampung Selatan Regency Spatial Pattern Plan, the
zones area dedicated for economic activities are:
a) Industrial zone is planned in area of 1.673 ha, including large scale industry, medium scale
industry and small scale industry.
b) Fishery zone will cover more or less of 19.607 ha area including:
• designation of fishing zone
• designation of aquaculture zone
• designation of of fisheries processing zone
• minapolitan zone
• fisheries infrastructure
c) Other potential zone for agroprocessing, service and trade are essentially to be taken into
account to be provided close to Bakauheni Port Zone. The proposed potential for the site
location will be in Bangun Rejo Village, Ketapang District, Lampung Selatan Regency.
Initial field survey shows that the proposed zone for agroprocessing, service and trade
activities are in Industrial Zone and Dry-land agriculture zone as shown in the figure is in
accordance with Lampung Selatan Spatial Pattern Plan. This zone is situated to the east of
Lampung Selatan Regency. To be noted in this area that water provision will be crucial
problems during dry season.
3.5-35
Fig.3.5-.16: Spatial Planning Map of Lampung Province
Spatial structure planning
map
Scale 1:1,500,000
Boundarie
Provincial Boundaries
District Boundaries
River
Hub
National hub
Activity center area
Promotional activity center
Center of local activity
Road/Railway network
Arterial (main)
Collector (main)
Cross-national
Local (main)
Railway
Toll road plan
Railway plan
Map situation; Lampung Province
Source:
REGIONAL SPATIAL PLAN OF
LAMPUNG PROVINCE
3.5-36
Fig.3.5-17: Land-use Planning Map in Lampung Province
Spatial Pattern Planning
Lampung Province
Scale 1:1,500,000
Boundaries
Provincial Capital
District/City Capital
Provincial Boundaries
District Boundaries
River
Arterial (main)
Collector (main)
Cross-national
Local (main)
Railway
Toll road plan
Railway plan
Protected Areas
Forest/Natural reserves
Protected forest
Regional Plantation allocation
Protected area
Protected local area
Cultivated Areas
Production forest area allocation
Residential area allocation
Industrial area allocation
Fishery area allocation
Farming area allocation
Plantation area allocation
Mining area
Regional tourism area
Map situation; Lampung Province
Source:
REGIONAL SPATIAL PLAN OF
LAMPUNG PROVINCE
3.5-37
Fig.3.5-.18: South Lampung District Regional Development Plan Map
Government of Lampung Selatan District
Regional Spatial Plan
Lampung Selatan District
Spatial Patterns Planning Map
Lampung Selatan District
Geography Grid and Grid UTM
Sea-level
INFORMATION
ADMINISTERIAL CAPITALWATER BOUNDARY
District Capital
(K
b ) Capital
District
(K
)
CONNECTIO
Arterial
Collector
Local road
Railroad
Terminal Type
PROTECTED
Protected forest
Community forest
CULTIVATED
Production
Dryland farming
ADMINISTERIAL BOUNDARY
Province
District
District
Watershe
PLAN
Freeway
Highway plan
National road
Railroad plan
Shipping line
SETTLEMENT AREA
Coast
River
Urban
Trade and
Industrial area
Other uses
Plantation
Airport area
Port area
Terminal Type A
Terminal Type B
Terminal Type C
Large station
Tourism area
National airport
Fishery
Local airport
Agricultural
Head Officer of Lampung Selatan District
3.5-38
(Kab)
(Kec)
Fig.3.5-19: Strategic Development Plan in South Lampung District
Government of Lampung Selatan District
Regional Spatial Plan
Lampung Selatan District
Strategic Area Development Map
Lampung Selatan District
Geography Grid and Grid UTM
Sea-level
INFORMATION
ADMINISTERIAL CAPITAL
District Capital
(K
b ) Capital
District
(K )
ADMINISTERIAL BOUNDARY
Province
District
District
WATER BOUNDARY
Coast
River
CONNECTIO
Arterial
Collector
Local road
Railroad
Terminal Type
PLAN
Freeway
Highway plan
National road
Railroad plan
Shipping line
Terminal Type A
Terminal Type B
Terminal Type C
CargoTerminal
Large station
National airport
Local airport
Head Officer of Lampung Selatan District
3.5-39
3.5-40
3.5.4 Industrial Estate
3.5.4.1 Overview
For the construction of Sunda Strait Bridge, it is necessary to prepare a broad temporary construction
area and some equipment, including a dock for constructing a caisson, power sources for welding,
etc., and water purification equipment for producing concrete and cleansing products. So that such
temporary construction area and equipment will be utilized after the construction of Sunda Strait
Bridge and industrial complexes can be constructed based on them, this chapter clarifies the
equipment and area required for the construction of Sunda Strait Bridge, briefly describes the
industrial complexes around Sunda Strait Bridge, and discusses measures for improving existing
industrial complexes.
3.5.4.2 Background and necessity of the project
(1) Development of industrial complexes based on the construction of a bridge
In order to construct Sunda Strait Bridge, it is necessary to prepare a broad temporary area for
producing bridge parts, and large equipment and devices. The major parts of a suspension bridge are
caissons, towers, cables, stiffening girders, and anchorages. The production of these parts requires a
plant ship for casting concrete, a water plant ship, a floating crane, other cranes including a gantry
crane, trailers, dollies, and mooring equipment. Required utilities include the power sources for
welding and water purification equipment for producing concrete and cleansing products.
Major components, necessary devices and equipment are shown in the following table.
3.5-41
Table 3.5-2: Major components of a long large bridge
Component of bridge
Picture of Component
Caisson
*A caisson is submerged in
the sea and functions as a
bridge base.
Tower
3.5-42
Cable
Stiffening Girder
Anchorage
(Source: Produced by the research team with reference to “photos of the upper parts of Seto Ohashi
Bridge under construction”)
3.5-43
Table 3.5-3: Major Facility/Equipment
Major Facility/Equipment
Picture of Major Facility/Equipment
<For constructing a caisson>
・Concrete Plant Vessel
・Waterlogged Boat
<For constructing a caisson>
・Dock
(Source: Produced by the research team with reference to “photos of the upper parts of Seto Ohashi
Bridge under construction”)
As for the existing industrial complexes, which will be described in the following section,
infrastructures for water supply, electric power, and roads are poor, and it is necessary to enrich
them. For the construction of Sunda Strait Bridge, water treatment equipment needs to be installed
for securing good-quality water, and it will be possible to secure the source of water, which is an
issue for on-site operation. Electricity outage can be coped with by developing new power sources
utilizing low-rank coal and geothermal energy, which are described in Section 3.7, and improving
electric power transmission lines. The improvement of industrial complexes before the construction
of a bridge above the strait is effective from the aspect of infrastructure development, too.
As mentioned above, the construction of Sunda Strait Bridge requires a broad area and large
equipment and devices. As of now, there are no plans for a temporary plant for constructing a large
bridge, and it is necessary to design a plan considering such a large temporary area for constructing
Sunda Strait Bridge. If there are no plans for the construction of Sunda Strait Bridge considering a
temporary area, the transportation of a large amount of materials for bridge construction may disturb
existing distribution networks, and worsens the chronic traffic jam in Indonesia.
3.5-44
As mentioned above, the construction of Sunda Strait Bridge requires a broad area and large
equipment and devices. By utilizing them, it is possible to nurture new industries.
(2) Surrounding industrial zones
The existing industrial complexes in the vicinity of Sunda Strait Bridge include the two industrial
complexes in Banten. The following table outlines them.
Table 3.5-4: Outline of MCIE
Modern Cikande Industrial Estate (MCIE)
Location
68 km to the west of Jakarta, about 1 hour via Melac Expressway (Chujun
Exit), 75 km (about 1 hour 15 minutes) from Jakarta Port
Host of development
Modern Group (local capital)
and operation
Year of start of
1992
operation
Area of development
500 ha
site
Price
Land: 30-35 US$/m2
District: Min 3,000 m2
Rental factory: 3.5 US$/m2/month
Area: 864 m2
Utilities
Electricity: PLN (120MVA)
Water: PAM (2,000L/s)
Number of
130
participating firms
Major Japanese firms Hitachi, Fujifilm, Yamatogawa Industry, Nippon Seiki, Mitsuba, Yasunaga
Remarks
There are rental factories and employees’ plants.
Located in the vicinity of Bojonegara Port, which is to be constructed.
Contact information
PT.PUNCAK ARDIMULIA REALTY
Jl.Raya Serang km. 68, Cikande, Serang
Tel: (0254)401605 Fax: (0254)401830
Table3.5-5: Outline of KIEC
Krakatau Industrial Estate Cilegon (KIEC)
Location
100 km to the west of Jakarta, about one and a half hours via Merak
Expressway (Cilegon Exit), 6 km (about 5 min) from Chigadin Port
(government-run iron-making mill port)
Host of development
PT.Krakatau Steel Industrial Estate Cilegon
of operation
Year of start of
1983
operation
Area of development
450 ha
site
Price
Land: 50-60 US$/m2
3.5-45
Utilities
Number of
participating firms
Major Japanese firms
Remarks
Contact information
District: Min 5,000 m2
Electricity: 3,400MW
Water: 2,000L/s
Natural gas
Port: 180,000DWT
Communication system: Optical fibers
Hotels, golf courses, and office buildings
71
PT. Lautan Otsuka Chemical, PT.Sumimagne Utama (Sumitomo Group),
PT. Kokusei Keiso, PT. Asahimas Chemical
Main fields are iron, steel, petrochemistry, food industry, and chemical
engineering
PT.KRAKATAU I. NDUSTRIAL ESTATE CILEGON
Wisama Baja 8th Floor, Jl.Gatot Subroto Kav.54,Jakarta
Tel:(021)5200820 Fax:(021)5200814
Head office :Wisma Krakatau,Jl.K.H. Yasin Beji No.6,Cilegon
Tel:(0254)393232/393234 Fax:(0254)392440
In the field survey, we interviewed Japanese firms in Banten (PT Asahimas Chemical and PT
SANKYU) and in Lampung (Kirin Mion Foods and Toyota Bio Indonesia), and confirmed the
problems and risks with the operation there. As a result, it was found that in Lampung, it is
important to secure water sources and cope with electric outage, and the surrounding road
infrastructure is fragile. In Banten, there are no significant problems with electric power, but it is
important to secure water sources like in Lampung.
In the industrial area around the Sunda Strait, it is necessary to enrich the infrastructure for water,
electricity, and roads. Especially, the industrial complex around Cilegon can be improved through
the mutual supply of utilities and materials among factories.
3.5.4.3 Necessary items for determining project contents, etc.
The temporary construction area required for the construction of a bridge is as follows, mainly
considering the area for constructing caissons. In the case of Akashi Bridge, one caisson is 80 m in
diameter and 70 m in height. If 8 caissons are constructed at the same time, total width becomes 120
m × 8 = 960 m, and necessary width is about 1 km. In the case of Akashi Bridge, the necessary area,
including a temporary area, is about 2 km × 1 km. In the case of Sunda Strait Bridge, more area is
required.
3.5-46
Fig.3.5-20: Diagram of the area for constructing caissons
(Source: Study team)
On the other hand, in order to improve existing industrial areas, it is effective to research the
possibility to streamline the existing industrial complexes, especially for chemical engineering,
around Cilegon, through the mutual supply of materials and utilities.
3.5.4.4 Outline of the project plan
A broad land is required for the temporary area for the construction of Sunda Strait Bridge. It is
easier to acquire land in Lampung than land in Banten, where coastal industrialization has already
progressed, and so Lampung is appropriate, especially the land around Ketapang is a promising
candidate. Because the area around Ketapang have a development plan as a industrial complexes and
are included in space planning in Lampung, this project share the vision with Lampung. In addition,
it is important to link the project with Lampung’s industrial complexes plan. A temporary factory
area requires space for makeshift jetties, power supply equipment, water supply equipment for RO,
etc., wire processing plants, assembly and storage of caissons, etc. For the maintenance and
management of the bridge, it is necessary to build an R&D center for collecting, inspecting, and
studying samples, an operation control room, and facilities for training operators. These can be
constructed in part of the industrial complexes.
In parallel with the construction of industrial complexes in Lampung for bridge construction, we
plan to integrate the industries that consume resources and energy in Lampung, optimize industrial
complexes in Banten, and promote electricity-saving industries, such as food processing, to develop
urban industries and shift to more energy-saving industries.
3.5-47
3.5-48
3.5.5 Airport / Airport City
3.5.1
Background and Necessity of the Project
(1) Project Scope, Primary Consumers
With privatization beginning in 2009 when the Aviation Act was revised, the Bandara Radin Inten II
Airport that is currently run by the provincial government of Lampung has PPP privatization planned.
The location of the Bandara Radin Inten II Airport is indicated in Fig.3.5-21, and in the case that it
becomes an international airport it is in a position where it would be able to substitute for the
Soekarno-Hatta Airport in disaster and emergency situations. Becoming an international airport and
development of the local area should lead to increased numbers of flights and economic benefits for
the surrounding area.
Fig.3.5-21: Location of the Bandara Radin Inten II Airport
The province of Banten, being near the capital region, can use the Jakarta airport for passenger and
freight routes to develop along with the region.
(2) Analysis of Current Situation, Future Predictions, Issues if not Implemented
The current state of the Bandara Radin Inten II Airport is as follows and the airport is already
operating at over 86% of its load factor as Fig.3.5-22.
-
Total Area: 9.6 Ha
-
Runway : 2,500m x 45 m (Upgrade to 3,000 x 65m)
-
Status : IV Class Airport (Upgrade to II CLASS Airport-International Airport)
-
Flight service: Lampung-Jakarta
12 flights per day.
3.5-49
-
Lampung-Batam
3 flights per week.
Lampung-Palembang
to be be added
Lampung-Jogjakarta
to be be added
Capacity of waiting area in airport is around 200 persons and capacity of Boeing 737-200 s/d
737-400 is less than 120 s/d 140 persons. Within the departure time of 2 planes or less than 1
hour, it will be crowded with passengers as shown in the figure above. The same conditions
exist in the parking space due to its low capacity.
Fig.3.5-22: Load Factor
Load Factor
88.00%
86.46%
86.00%
84.84%
84.00%
82.00%
84.46%
81.70%
81.66%
80.00%
80.00%
78.00%
76.00%
2005
2006
2007
2008
2009
2010
(Source: Lampung Province Land-use Planning Materials)
For increase in passenger demand, as the following figure shows, demand increased by 366%
between 2005 and 2010, at an average annual increase of 29.97%.
Fig.3.5-23: Number of Passengers
Penumpang
800,000
713,125
700,000
600,000
552,796
500,000
400,000
335,093
300,000
200,000
174,167
366,658
416,066
194,832
100,000
2004
2005
2006
2007
2008
2009
(Source: Lampung Province Land-use Planning Materials)
3.5-50
2010
Predictions for future demand based on economic growth at the same level as the past 5 years would
see 2,600,000 passengers in 2015 and 9,500,000 passengers in 2020.
With this predicted increase in the number of passengers, the Bandara Radin Inten II Airport will
surpass its capacity, and it is also clear that the weakness of the surrounding infrastructure will lead
to unacceptable traffic jams and crowding on local roads and in the terminal parking lot. In
particular, the national highway that runs past the airport is a key route leading to South Sumatra,
and traffic jams on key routes can be a major factor in disrupting economic growth in surrounding
regions.
(3) Effects and Impact In Case of Project Implementation
By renovating the Bandara Radin Inten II Airport, which with its current high usage rates should
become saturated due to economic growth, traffic routes can be improved within and around the
airport. Along with improved infrastructure from development in the area, this should clear up
traffic jams in the area and help economic growth. With the addition of international routes to the
airport, not only will it be able to act as a substitute for the Soekarno-Hatta Airport in emergencies,
the increased flow of good and people from overseas will help contribute to growth in the area as an
airport city.
(4) Comparisons with Other Options
Options to connect Lampung to other areas without expanding air routes include the possibility of
increased land routes through the Sunda Strait Bridge or expanded highways and railroads, but
considering the length of time until the Sunda Strait Bridge is completed and the current congestion
at the Bandara Radin Inten II Airport, finishing improvements quickly is a priority.
3.5.2
Studies Necessary to Determine Project Specifics
(1) Demand Prediction Method
The level of demand for the airport will be examined using the demand growth mentioned in 3.5.1
(2) as a base.
(2) Understanding and Analyzing Problems
At the current stage, there is already significant congestion at the Bandara Radin Inten II Airport
and in the surrounding area, so dealing with the backlog in creating and maintaining road
infrastructure in the area is a problem that must be dealt with even before improving the airport.
Also, if the airport is going to be renovated and the surrounding area built up as an airport city,
appropriation of the land in the area becomes an issue, which along with road infrastructure is an
issue at the national government level, and must be dealt with by the government.
3.5-51
(3) Examination of Technical Methods
It is important that the expansion of the airport itself is planned in coordination with the surrounding
area, so consideration should be given for not only the national and provincial government plans for
growth in the area, but also in coordination with the Sunda Strait Bridge and international ports for
collaboration between land, sea and air.
3.5.3
Project Plan Summary
(1) Basic Policy for Determining Project Specifics
When thinking of gateways to Lampung, the Sunda Strait Bridge, local harbours, and the Lampung
airport in particular are the keys to economic development, so renovations as an international airport
will be done with balance and cooperation between land, sea and air kept in mind. On the other
hand, Banten is close to the capital region, and can use a combination of the Jakarta airport and
existing harbours in collaboration with local development in order to grow.
(2) Specifications for Applicable Facilities
Currently, the plans being considered by the Lampung government for improvements to the
Lampung airport include moving runways away from the center, adding terminals, and adding
access routes, making for a plan as shown in Fig.3.5-24 below.
Figure 3.5-24: Improvement plan of the Lampung airport
(Source: Lampung Province Land-use Planning Materials)
<< RADEN INTEN II Airport Upgrading Master Plan >>
-
Shift all of the existing buildings to the northeast area.
-
Increase the number of buildings which are parallel to taxiway.
-
Extend the runway length to s/d 3,500 m.
-
Propose the separated access way.
3.5-52
-
Equip the facilities at the hinterland side.
-
Ensure the flight always in optimum condition.
-
Enhance the carrying capacity / PCN existing runway.
(3) Details of Proposed Projects
Along with the master plan for upgrading the airport as shown above, building road infrastructure in
the local area is also necessary, and will require collaboration with the area and consideration for
local residential, industrial and agricultural areas. The local area plan will be a project to plan,
develop and optimize long-range routes from the airport along with the road and rail infrastructure
for central locations such as South Sumatra, Bandar Lampung, the Sunda Strait Bridge, harbours and
industrial areas.
(4) Issues and Solutions
The creation of transport infrastructure in the area necessary to carry out development centered on
the airport is not progressing, and studies and plans for the surrounding area necessary to planning
have not been carried out either. With the project feasibility study to be carried out based on the
presidential regulation regarding the Sunda Strait Bridge, plans are to examine the strategic areas for
both provinces, but since the strategic areas do not cover the entire province, works of a public
nature such as airport and city development are being carried out at a provincial government level,
and there is a need to develop comprehensive plans considering airports, harbours, bridges, traffic
routes, industry, agriculture and energy.
3.5-53
3.5-54
3.6 Energy
3.6.1 Overview
As for the electric power situation in Indonesia, the demand for electricity is estimated to increase by
9.0% annually on average (*1) until 2027. This demand will be satisfied by coal and geothermal
power.
Fig.3.6-1: Forecasted demand for electric power
(Source: RUPTL produced by PLN in Indonesia “Electricity Supply Plan”)
In addition, the Indonesian government enacted the National Energy Policy (Presidential Regulation
No.5/2006) and specified the energy mix for the primary energy in 2025 as shown in Fig.3.6-1 (*2).
They aim to increase the ratio of coal energy from 23.5% (*3) in 2006 to 33% in 2025. The target
ratio of geothermal energy for 2025 is 5%, but it is noteworthy that the second crash program
produced in Jan. 2010 specifies that geothermal energy will account for 41.7% (3,960 MW) of the
power source to be developed (about 9,500 MW) (*2). (see Table 3.6-2)
Table.3.6-1 National Energy Policy (Presidential Regulation No.5/2006)
New/Renewable
Energy
2025 Target Values (%)
Natural Gas
Coal
Oil
Biofuels
Geothermal
Other (including Nuclear)
Liquefied Coal
(Source: e-NEXI, the Apr. 2011 issue)
________________________________________________
(*1) RUPTL produced by PLN “Electricity Supply Plan”
(*2) e-NEXI, the Apr. 2011 issue
(*3) Coal Note, the 2011 issue
3.6-1
30
33
20
5
5
5
2
Table.3.6-2: Outline of Crash Program
Development years
Development method
Electric power output
Purposes
First crash program
2006-2009
PLN: 100%
Approx. 10,000MW
y Emergency power development
y Post-petroleum measures
Power source category
Coal: 100%
Legal reasons
Presidential Regulation No.
71/2006
y
y
y
y
y
Second crash program
2010-2014
PLN: 44.3%, IPP: 55.7%
Approx. 9,500MW
Emergency power development
Diversification of electric power
Introduction of new renewable energy
Geothermal energy: 41.7%
Hydraulic power: 12.6%
Coal: 35.6%
Gas: 1.1%
Gas combined cycle: 9.0%
Presidential Regulation No. 4/2010
Edict of the Minister of Energy and
Mineral Resources 2010, No. 2 (Edict
2010, No. 15 revised)
(Source: e-NEXI, the Apr. 2011 issue)
According to IEDC, the palm oil is lined up as priority industry. And the use as bio fuel is suggested
in the IEDC and MP3EI.
Fig.3.6-2：Value Chain of Palm Oil
( Source: MP3EI )
This chapter suggests that electric power should be generated by utilizing geothermal energy and
coal, especially low-rank coal, in South Sumatra, including Lampung, and new electricity consuming
industries should be created in this region. Particularly, the details of power generation via coal and
geothermal development are elucidated in 3.6.2 and 3.6.3. In Apr. 2010, the “Java-Sumatra power
line project” was signed as a yen-loan-financed project of JICA, and it will become possible to
transmit the surplus electric power generated through the new electric power development in South
Sumatra to the Java.
3.6-2
3.6.2 Coal
(1) Background and Necessity of the Project
1)
Analysis of Current Situation
First, coal is positioned as an important industry in Sumatra according to the Indonesia Economic
Development Corridors plan led by the Ministry of Economy, Trade and Industry.
Also, according to “the Master Plan for the Acceleration and Expansion of Indonesian Economic
Growth (MP3EI),” which the Indonesian government formulated based on the IEDC framework,
large quantities of coal reserves have been confirmed in South Sumatra including Lampung Province.
The amount of coal reserves in South Sumatra account for approximately 90% of all coal reserves on
Sumatra, and around 45% of Indonesia as a whole.
Specifically, South Sumatra has 47.1 billion
tons of coal reserves, and Indonesia overall has 104.8 billion tons.
Fig. 3.6-3: Coal Locations
(Source: MP3EI)
However, most of the coal found in Sumatra is low quality which has a low Calorific Value , and
this trend is significant when compared to other regions in Indonesia as shown in the figure below.
Containing a large proportion of low quality coal is one of the reasons that coal production on
Sumatra accounts for only 10% of total coal production in Indonesia.
Sumatra produces around 20 million tons of coal annually.
3.6-3
To put a number to it,
Fig. 3.6-4: Calorific Values (CV) of Coal in Different Regions
(Source: MP3EI)
2)
Project Scope
As the above analysis of the current situation indicates, large coal reserves are confirmed in South
Sumatra, but low-rank coal accounts for a large portion of it, and so production is limited compared
to the amount of coal reserves.
Therefore, how to use this low-rank coal effectively becomes an
important issue for the South Sumatra region.
That is why this project focuses on effective usage
of low-rank coal in South Sumatra, as indicated below.
3)
Primary Consumers
Uses of low-rank coal include the usage for heat and chemicals, but in this report, power generation
possible with low-rank coal is considered the primary consumer section.
4)
Future Predictions
As mentioned in chapter 3.6.1, Indonesian demand for power in general is expected to increase an
average of approx. 9.0% annually until 2027. This increase will be primarily supported by
geothermal and coal power. Also, as shown in table 3.6-1, the percentage of energy accounted for by
coal was set at 33% by 2025 in the National Energy Policy (Presidential Regulation No.5/2006).
5)
Issues if not Implemented
In the case that power generation taking advantage of the potential of the coal reserves found in
South Sumatra as described in this report is not implemented, it is likely that there will be no way to
increase the power supply, thus making it impossible to entice new industries to Lampung province
and further industrialize.
6)
Effectiveness and Influence of this project
For Indonesia, effective use of the low-rank coal in the South Sumatra region for power generation is
3.6-4
important for the electricity supply in this region, and will fulfill a role in helping develop the
industry in the region.
Also, with the high economic growth rate in Indonesia as a whole it is likely
there will be shortages in the electricity supply. So surplus power from Sumatra could be diverted in
particular to Java where power consumption is high, thus benefitting Java as well.
Effects of implementation of this project for Japan would include, as debated in the ministerial
meeting on package-infrastructure international projects, using Japan’s excellent clean-coal
technology to contribute to solving issues at a global scale by reducing an environmental burden that
arise from the demand for coal fired power generation that is predicted to continue to increase,
particularly in Asia.
Also, low-rank coal accounts for over half the recoverable coal reserves confirmed worldwide.
As
indicated in Table 3.6-3 below, there are 404.7 billion tons of anthracite and bituminous coal and
456.1 billion tons of sub-bituminous coal and lignite, with low-rank coal accounting for around 53%.
Therefore, having a record of effectively using the low-rank coal found in large quantities in South
Sumatra will be very valuable to Japanese companies in the future when it comes to using low-rank
coal worldwide.
Table 3.6-3 Global Coal Reserves (Proved Recoverable Reserves, 2010)
(Source: BP Statistical Review of World Energy)
3.6-5
7)
Comparisons with Other Options
Using high-rank coal is also a possible option for using coal in the South Sumatra region, but
development of high-rank coal has already progressed, and in addition to even more efficient use of
high-rank coal, effective use of the low-rank coal of which there are large reserves is also important
in order to increase the energy available to Indonesia.
(2) Studies to determine the Project specifics
1)
Demand Forecasting:
As indicated in table 3.6-1, the Indonesian government guideline as stated in the National Energy
Policy (Presidential Regulation No.5/2006) is to have coal account for 33% of energy by 2025,
which was used as a basis for demand predictions.
2)
Understanding and Analyzing Problems
As mentioned in the analysis of the current situation, coal reserves in South Sumatra account for
45% of total Indonesian reserves.
Despite all this coal located in South Sumatra, coal production
on Sumatra accounts for only 10% of total Indonesian coal production.
Reasons for the low coal
production on Sumatra indicated in the MP3EI are summarized in 3 points below.
(a) Transport infrastructure is inadequate, and with coal mines being located in the center of
the island costs increase. Also, the ports do not have sufficient capacity.
(b) Most of the coal reserves on Sumatra have a low calorific value. (see Fig. 3.6-4)
(c) There are no clear government guidelines, making land appropriation difficult, and
quality staff can’t be hired.
3)
Examination of Technical Methods
As uses for low-rank coal, this project is suggesting mine-mouth power plants and reforming.
Transporting low-rank coal as-is to power plants is also a possible option, but transportation costs
are high compared to its calories as a fuel due to its weight and volume, making it inefficient as a
fuel source. Since there is also the possibility it will self-combust, transporting low-rank coal as-is
is a difficult prospect.
Therefore a technology is desired that will allow low-rank coal to be
transported in a safe and efficient manner for use as electrical energy.
(3) Project Plan Summary
1)
Basic Policy for Determining Project Specifics
The basic policy for this project is to effectively use resources in the South Sumatra region and
create new industries and business in Lampung province.
3.6-6
As indicated in the Priority to Supply
Indonesian Mineral and Coal for Domestic Demand (Minister of Energy and Mineral Resources
Regulation No.34/2009), domestic supply within Indonesia will be prioritized for using low-rank
coal.
2)
Specifications for Applicable Facilities / Details of Proposed Projects
The following 4 methods (i)-(iv) indicated in the chart below can be considered for uses of low-rank
coal. For the effective use of low-rank coal in South Sumatra, an appropriate method needs to be
selected at the detailed survey stage.
Fig.3.6-5: Uses for Low-rank Coal Flowchart
(i) Briquettes
This technique involves reforming low-rank coal and using a moulding process to make handling
easier by forming it into briquettes.
Specifically, Kobe Steel, Ltd. has UBC (Upgraded Brown
Coal) technology.
(ii) Slurry
This technique involves artificially maturing low-rank coal and turning it into slurry.
Specifically, JGC has JCF (JGC Coal Fuel) technology.
(iii) Gasification
A technique for converting coal to gas, and combining it with combined cycle generation to make
an Integrated coal Gasification Combined Cycle (IGCC) generation system is being developed by
Mitsubishi Heavy Industries, Ltd. and Hitachi, Ltd.
(iv) Mine-mouth Power Plant
Building a power plant near a coal mine is what is known as a mine-mouth power plant.
As
mentioned above, transporting low-rank coal as-is is difficult and energy inefficient, making
mine-mouth power plants an effective option.
3)
Issues and Solutions
As mentioned above, difficulties with land appropriation is something without a simple technical
solution, and is an issue for this project.Support from Indonesian government organizations is
3.6-7
necessary to deal with the land appropriation problem.
3.6-8
3.6.3 Geothermal
(1) Background and Necessity of the Project
1)
Analysis of Current Situation:
Indonesia has the most potential geothermal resources in the world, with estimates placing 40% of
global geothermal resources in Indonesia. The estimated amount is 27 GW, which would be
equivalent to 30 years of energy from oil.
However, as of 2010 there were only 7 geothermal plants operating in Indonesia.
Government
incentives being comparatively less for geothermal energy compared to other energy sources has
been given as one reason for this.
The 1997 Asian Financial Crisis slowing economic growth in
Indonesia and thus reducing energy demand is also a major factor.
Despite this, Indonesia has estimated annual growth in energy demand of 9.0% as mentioned
above since the Financial Crisis, so growth in energy demand is strong.
In 2003 the government established the Geothermal Law defining Indonesia’s policy to use
geothermal energy, which paved the way for geothermal development with national and local
government and the private sector (IPPs) all participating.
Other related laws were quickly set up,
creating a system where development is supported both financially and through organizational
restructuring.
The following are the current main laws and regulations related to geothermal energy.
・New Geothermal Law No.27/2003
・Government Regulation No.59/2007 concerning Geothermal Business Activity
・Decree of Minister of Finance No.21/2010 Regulation on Renewable Energy Incentives
2)
Scope
As mentioned above, Indonesia has significant potential geothermal resources, and the Lampung
province where the Sunda Strait Bridge is being constructed is a volcanic region that the Sumatran
fault passes through.
Below we will discuss energy generation that takes advantage of Lampung’s
geothermal resources in order to create new businesses and industries in Lampung.
3)
Primary Consumers
Since geothermal energy is produced and consumed locally in the region where it is discovered and
developed, it would be preferable to eventually have new industries made in Lampung consume the
geothermal energy produced.
4)
Future Predictions/Methods for Demand Predictions
As mentioned in chapter 3.6.1, there is a predicted 9.0% annual increase in energy demand in
3.6-9
Indonesia, and with Presidential Regulation No.5/2006, the Indonesian government has set a goal of
having at least 5% of their total energy needs covered by geothermal energy by 2025.
In addition,
as shown in see Table 3.6-2, the government has also started Crash Program II to develop 3960 MW
of geothermal energy between 2010 and 2015.
There are also plans to make Indonesia a center for
geothermal energy research and development in the future.
For a long-term look from the investment side, former president of the Indonesian Geothermal
Association Herman Darnel Ibrahim calculated that if 28,000 MW were developed by 2050 that
would mean US$ 80 billion in direct investment alone.
As part of the land-use plans for Lampung and Banten provinces, the locations indicated in the
figure below have confirmed geothermal resources, and are under consideration.
Fig.3.6-6:
Geothermal Resources in Lampung Province Land-use Plans
(Source: Based on Lampung Province Land-use Plans)
3.6-10
Fig. 3.6-7: Geothermal Resources in Banten Province Land-use Plans
(Source: Based on Banten Province Land-use Plans)
5)
Issues if not Implemented
The export of fossil fuels is an important source of acquisition of foreign currency for Indonesia. If
increasing energy needs were met only with fossil fuels, not only would it be economically
inefficient, but for Indonesia, a net importer of oil, it would mean fuel shortages and inflated prices,
causing problems for energy stability.
There is also the concern that energy generation using fossil fuels will damage the environment,
affecting local develop in the area.
Since Lampung also has ample agriculture and forestry
resources, geothermal energy is considered a good option to provide a stable energy source without
damaging the local environment.
6)
Impact and Effect if Project is Implemented
For geothermal energy, it is preferable that it be used in the area near where it is developed, and this
characteristic gives it potential to contribute to regional development in areas removed from existing
cities.
Through the development of geothermal plants, an economic ripple effect from developing
related industries and services in the area can also be anticipated.
3.6-11
Also, geothermal energy can contribute as a Clean Development Mechanism (CDM) incentive.
If
geothermal energy becomes commonly used in Indonesia, it could potentially reduce carbon dioxide
by 100,900,000t at a cost of 0.439 dollars per ton.
7)
Comparison with Other Options
As mentioned in chapter 3.6.1, the Indonesian government made their first Crash Program to build
10,000 MW of coal-fired power plants in order to meet energy needs.
Coal-fired plants, in
particular those using low-rank coal, are mentioned above, but in addition to developmental coal
technology that won’t harm the environment, it is necessary to develop geothermal energy to bring
about continual development.
(2) Objectives to determine the Project components
1)
Analyzing and Understanding Problems
a) Developing Legislation and Consistency with Existing Laws:
Although laws and regulations regarding geothermal energy development are progressing rapidly,
many laws were established from 1999 on without any consideration for consistency with existing
legislation, which could be an issue of major consideration for geothermal development.
For instance, according to a 2004 JOGMEC report, with the 2001 Local Government Act in
Indonesia, there was a shift to decentralization of authority with much of the central government’s
authority shifting to local governments, but it is unclear how this affects granting mining rights or
approval processes.
In the current Mining Act, mining rights and mine management is under the authority of the central
government, but for the transition period Government Regulation No.75/2001 concerning Mining
was released, transferring authority over mines to regencies ( kabupaten ) at the local level.
Since
approval for development relies only on the decision of the regent, in the over 300
regencies( kabupaten ) that exist in Indonesia, there are some where obtaining mining rights is
simple and others where it is more difficult, and expenses necessary vary by region as well.
Currently, mining rights are being approved by local governments, but until the current Mining Act
is abolished, it will remain in effect along with other inconsistent legislation.
b) For Investment:
The electricity cost for renewable energy is higher compared to other energy sources, making it
uncompetitive.
When considering investment recovery for businesses, creating legal incentives in
the form of tax breaks or subsidies is desirable.
3.6-12
Specifically, Indonesia’s state electric company PLN agreed to reduce electricity fees to 5 cents per
kWh for several geothermal IPPs, but in order for new plants to succeed as a business, pricing in the
area of 7-9 cents per kWh is preferable. Legislation to encourage investment in geothermal energy
is progressing rapidly, and it is possible laws will continue to change in the future.
c) For the Environment:
Regarding the environment, there is a necessity to consider both the natural and social environments.
Generally, there are concerns about affecting the local ecosystem, affecting underground water
sources during excavation, drying up hot springs, noise and vibration.
All these areas must meet
the IFC’s Performance standards.
(3) Project Plan Summary
1)
Basic Policy for Determining Project Specifics
The basic policy for this project is to make effective use of geothermal resources in the provinces of
Lampung and Banten, and respond to growing energy demands.
2)
Specifications for Applicable Facilities/Details of Proposed Projects/Examination of Technical
Methods
As shown in Fig.3.6-8, there are 3 methods of geothermal power generation: dry steam, flash cycle,
and binary cycle.
Summaries of each method are given below.
Fig.3.6-8: Geothermal Power Generation Methods
(i) Dry Steam
Power Generation Methods
(ii) Flash Cycle
(iii) Binary Cycle
(i) Dry Steam
When the steam collected includes almost no hot water, it is possible to drive steam turbines with
simple moisture removal. This method is known as dry steam.
(ii) Flash Cycle
When the steam collected includes large amounts of hot water, a steam separator is used to collect
steam which is used to drive steam turbines.
When the steam collected is separated with a steam
3.6-13
separator and used to generate power it is a single flash cycle.
When the hot water separated by the
steam separator is then decompressed to make steam and that steam is used to drive the steam
turbines, then it is a double flash cycle.
(iii) Binary Cycle
When only hot water can be collected, a liquid with a boiling point lower than water is used, and the
steam from that liquid being boiled by the water is used to drive the turbines.
Of the power generation methods above, different methods are appropriate depending on the
characteristics of the geothermal fluid, so there is a need to perform detailed studies before
determining the method of generation used.
3)
Issues and Solutions
When developing underground resources such as geothermal energy, since the resources can’t be
confirmed directly, there is some general development risk involved.
In order to reduce this
development risk, more detailed data is necessary from studies, and as indicated above as a problem,
consistency within the legislation and incentives such as subsidies are also desirable.
The power
grid infrastructure is also currently imperfect, so there is a need to develop the power grid at the
same time.
3.6-14
Chapter 4
Evaluation of Environmental and Social Impacts
Reproduction Prohibited
4.1 Present Environmental and Social Conditions and Situations
(1) Present Conditions and Situations
a. Natural Conditions
■ Topology and Geography
The provinces of Banten (Java) and Lampun (Sumatra) lie across the Sunda Straits. In the province of
Banten, there is a river of Ujung flowing into the Java Sea. In the province of Lampung, there are large
rivers of Mesuji, Tulanbawang, Seputih and Sekanpung g flowing into the Java Sea whose sources of
rivers are the Barisan Mountains. The long mountains run in the west of the Sumatra Island (See Fig.
4-2, 4-3 and 4-4.).
Fig.4-1: View of the Lampung Bay from a city of Bandar Lampung
4-1
Fig 4-2: Construction Sites and Routes of Sunda Straits Bridge
Lampung Province
Bakauheni Port
Proposed Sites and Routes of Sunda Straits Bridge
Merak Port
Sunda Strait
Anyer
0
10km
Bantem Province
4-2
Fig. 4-3: Geography of Banten Province, Java
Krakatau Volcano
Merak Port
Rakatau Island
Cilegon
Bojonegara Port
Java Sea
Ujung River
Anyer
Rancau Donau
Reserve
Carita
Sunda Straits
Labuann
0
20km
Hutan Wisata Carita
Reserve
Lesung Cape
Ujung Kulon National Park
Indian Ocean
4-3
Seran (Capital)
Fig. 4-4: Geography of Lampung Province, Sumatra
South Sumatra Province
Bukit Barisan
Selatan National
Park
Mesuji River
Turanbawang
River
Way Kambas
National Park
Seputih
River
Barisan Mountains
Bandar
Lampung
(Capital)
Metro
Panjan Port
0
20km
Lampung Bay
Bakauheni Port
Krakatau Volcano
4-4
Sekanpung
River
■ Climates and Sunda Starit’s Sea Conditions
The climate in Jakarta is shown on Table 4-1 as a representative of the provinces of Banten and
Lampung. Jakarta has a hot and humid tropical wet and dry climate (Aw) according to the Koppen
climate classification system. Despite being located relatively close to the equator, the city has
distinct wet and dry seasons. Wet seasons in Jakarta cover the majority of the year, running form
November through June. The remaining four months form the city’s dry season. Located in the
western-part of Indonesia, Jakarta’s wet season rainfall peak is January with average monthly
rainfall of 385 mm, and its dry season low point is September with a monthly average of 29 mm.
(Table 4-1)
Table 4-1：Temperatures and Rainfalls in Jakarta
Parameter
Avg. high T ,
Avg. low T,
Precipitation, mm
Avg. rainy days
Jan
31.5
24.2
384.7
26
Feb
32.3
24.3
309.8
Mar
32.5
25.2
100.3
Apr
33.5
25.2
257.8
May
33.5
25.4
133.4
Jun
34.4
24.8
83.1
Jul
33.3
25.1
30.8
Aug
33.0
24.9
34.2
Sep
32.0
25.5
29.0
Oct
31.7
25.5
33.1
20
15
18
13
17
5
24
6
9
Nov
31.3
24.9
175.
0
22
Dec
32.3
24.9
84.0
Year
31.8
25.0
1,655.2
12
187
(Source: World Meteorological Organization)
The meteorological data and information on the Sunda Strait are shown as below:
・
Deepest water depth: There are two deepest places across the Sunda Straits between Bakauheni
and Anyer /Merak. They are 119m and 126m (Source: Chart of the Sunda Straits).
・
Current directions and speeds in the Sunda Strait: The directions and speeds of predominant
surface current in the Sunda Straits are NE and 0.5 – 0.75 between November and March and 0.75
– 1.25 between May and September (Source: Indonesian Pilot, Second Edition, 1996). The
maximum speed recorded was 4.5 knots which was observed by a school training ship in
December 19, 2002.
・
Sea level and tides in the Sunda Strait: Marked seasonal changes in weather, such as occur
during monsoons, result in changes of sea levels due to the effect of wind and/or barometric
pressure. The tides in Sunda Strait are semi-diurnal, the mean spring range being more than 1.0
m (Source: Indonesian Pilot, Second Edition, 1996).
・
Sea surface temperature in the Sunda Straits: The mean sea surface temperature reaches a
maximum of between 28 and 29
in April and May and a minimum of between 27 and 28
in
September (Source: Indonesian Pilot, Second Edition, 1996).
■ Volcanic activities and earthquakes
The area lies in the middle of the earth’s most active seismic zones. When Gunung Krakatau erupted in
1982 in West Java, many people were killed and several million lost their homes, however, this
eruption was smaller compared to that of the 1883 eruption on Pulau Rakata (Source: Indonesia
Lovely Planet).
The area lies in the middle of one of earth’s most active seismic zones. Most of island s exception of
4-5
large parts of Kalimantan, have been subjective to destructive earthquakes. Table 4-2 shows giant
earthquakes happened in Indonesia.
Table 4-2: Giant Earthquakes and their Damages
Date occurred
1815.11.27
1815.11.24
1976.06.26
1976.11.24
1992.09.29
Place
South Indonesia (Bali)
North-west Indonesia
(Central Sumatra)
East Indonesia(Irian Jaya)
East Indonesia (Irian Jaya)
East Indonesia (Flores)
Magnitude
(M)
8.7
Damages
Death and missing: 10,300
Big tsunami (?)
6.9～7.1
7.2
7.5～7.7
Death and missing: 5,000～9,000(?)
Death and missing: 100～6,000(?)
Flores Earthquake
Death and missing: 2,500 and more,
Big tsunami: Max. 25m.
2004.12.26
North-west Indonesia
9.1～9.3
Sumatra-Andaman Earthquake
(North Sumatra)
(Tsunami), Death and missing:
283,000-330,000(?), Injured: 100,000,
Big tsunami: 30m and over, Big
damages in Sri Lanka, India, and
Thailand as well, The worst
damages in the world history, Seismic
are: 1,300 x 150km (World’s biggest
class)
2005.03.28
North-west Indonesia
8.4～8.7(?) Death and missing: 1,300～1,700, Wide
(North Sumatra)
area earthquake (Tsunami was small.),
The giants earthquake occurred south
adjacent to the Sumatra-Andaman
Earthquake.
2006.05.27
South Indonesia (Central
6.4
Death and missing: 5,700 and over,
Java)
Many towns and villages collapsed.
2006.09.30
North-west Indonesia
7.5～7.6
The deep earthquake, Death and
(Central Sumatra)
missing: 1,200 – several thousands
(?), Many injured, Padang , capital of
the west Sumatra was largely
damaged .
(Source: Giant Earthquakes in the World, (G-mal Seismic Research Series/E-005)
b. Public and environmental contaminations and pollutions
■ Air pollution
Same as other developing countries, air pollution has been manifested in densely populated big cities
in Indonesia. Especially air pollution due to exhausted gas from motorcars becomes serious in big
cites such as Jakarta, Surabaya, etc..
In such cities, NO2 and dust go beyond environmental criteria.
■ Water quality contamination
Many local and small factories are not equipped with waste water treatment facilities despite the
Indonesia rules and regulation being. The waste water is directly discharged into rivers, sea, etc. On
the other hand, sewage is directly discharged untreated into rivers, etc. since sewage works is not
provided. Therefore river and ground water are contaminated seriously. Since ground water is, in
general, used as domestic water, health damage is cared.
4-6
■ Solid wastes
Wastes which Indonesian laws and rules are applied to are hazardous and toxic ones usually referred to
B3 named after first letters of words meaning dangerous, hazardous and toxic in Indonesian. The B3
wastes cause big problems in Indonesia. However, there are not a few of specialists which can treat B3
wastes completely. Therefore, in Indonesia, the B3 wastes from factories are committed to certified
specialists handling harmful wastes or stored in the sites of factories.
In addition, Industrial wastes besides harmful substances are committed to waste collectors to reclaim
or burn them. On the other hand, domestic wastes are frequently disposed in rivers and open spaces. It
causes water pollution and contamination in Indonesia.
■ Soil contamination and impacts on ecology
In Java, deforestation and environmental damaging development cause large floods in Jakarta and
other big cities to smother with coastal mangroves. In Sumatra, deforestation became serious issues to
threaten inhabitants.
c. Land Use, Agricultures, Industries, Tourism, etc.
■ Province of Banten, Java
The coasts in the West Java are shoal and shallow, however, the port of Bojonegara which faces the
Java is only a deep-sea port in the Province of Banten. A new port of Bojonegara was planned as a
substitute of the Port of Tanjung Priok to handle container cargos. However, the project was suspended
due to economic crisis. There is a ferry terminal (Merak Port) at the north edge of the Banten’s coast,.
There are industrial estates at the south of Merak Port which many Japanese and other foreign
companies and industries are in operation. Industries such steel making, petrochemical, etc. are
gathered in there.
Ujung Kulon National Park： 160 km south west away from Jakarta, there are a peninsula and its
surrounding islands which are registered as world national heritages in 1992. Endangered species of
Javan rhinoceros, crocodiles, carabaos, etc. inhabit there. At the north of the peninsula, people enjoy
bird watching. Off the north coast at Banten, Plau Dua is one of Indonesia’s major sanctuaries (See
Fig. 4-5.). The west coast beaches of Java have some good swimming spots, sparkling white sands
and even a little surf. They’re popular with weekending Jakartans, though few travelers make it out
here. Anyer is the most upmarket village along the coastline. Trips to Krakatau and Unjun Klong
National Parks are be organized at Carita. Tanjung Lesung is a quiet and unspoiled peninsula with
beautiful beaches and traditional villages (See Fig. 4-6.) .
The legendary peak of Krakatau is the most famous of the world’s famous volcano, some 50 km from
the West Java coast and some 40 km from Sumatra. Fig A4-1 in Appendices shows land use in all over
4-7
the province of Banten.
Fig. 4-5: Land Use Map (North Area of Banten Province, Java)
Java Sea
Sunda Strait
Bird Sanctuary (Plau Dua)
(Source: Environmental Sensitivity Index Assessment Using Formosat-2 Satellite in Labuan Coastal,
Banten)
Fig.4-6: Land Use Map (Middle West of Banten Province, Java)
Carita
Sunda Strait
Lesung Cape
(Source: Human pressure on marine ecosystems in the Teluk Banten coastal zone: present situation
and future prospects)
■ Province of Lampung
Outside the provincial capital of Bandar Lampun, the coffee plantations dominate the economy and
4-8
the unclaimed forests, closely followed by timber and pepper. There are also large areas of rubbers and
palm oil plantation (See Fig. 4-6 and Fig. A4-2 in Appendices). Agricultural products such as tapioca
cassava, coffee, small shrimps, oil palm, rubber, pepper, cacao etc. are being produced in the province
of Lampung. Among them, coffee is the most important agricultural product as a source of foreign
currency revenue which are exported from a international port of Panjang in the province of Lampung.
The Way Kambas National Park is one of the oldest reserves in Indonesia. It occupies 1,300 km2 of
coastal lowland forest around Sungai Way Kambus on the east coast o Lampung. The heavily logged
forest is home to endangered species of elephants, rhinos and tigers. The are around Way Kanan is
frequently visited by bird watchers. White-winged duck and Storm’s stork is the most remarkable
species here.
Today many Jakarta weekenders hop over to tour the Krakakau volcano or visit the elephants of Way
Kambas National Park. The rugged western seaboard is protected as the Bukit Barisan Selatan
National Park. Kalianda is a little town overlooking Lampung Bay 30 km north of the Bakauheni ferry
terminal. Nearby are pretty white-sand beaches and simple fishing villages. Tours to island launch
from West Java or from Kalianda. At the southern tip of Sumatra, the Bukit Barisn Selatan National
Park comprises one of the island’s last stands of lowland forests. The park is also famous for many
endemic bird species and several species of turtles. Of the 365,000 ha (3,650 km2) originally
designated as protected.
4-9
Fig. 4-7: Land Use Map (Lampung Province, Sumatra)
(Source: Facility Agro-forestry Development through Land and Tree Tenure Reforms in Indonesia,
September 2005)
4-10
(2) Future Prospects w/o the Projects
If the projects are not realized, the following issues will be arisen:
■ Population and industries will concentrate in Java especially Jakarta. As the result of that, it will
lead to congestion, unhealthy environment, etc. .
■ Balanced development of Java and Sumatra can not be expected.
■ Gaps of economic power and wage differential between Java and Sumatra will be widened.
■ It will court conflicts and frictions among regions and tribes.
4-11
4.2 Environmentally-improved Effects by the Projects
(1) Green House Gas (GHG) Reduction by Modal Shift
a． Base for estimating reduction of GHG
Installation of the Sunda Straits Bridge will increase cargos and passengers between West Java and
South Sumatra to mitigate traffic congestion and concentration of people and industries in West Java
such as Jakarta. Relating to global warning protection, GHG will be expected to reduce by modal shift
from air vessels/crafts to vehicles passing through the bridge shown below:
(i) Moving of cargos, passengers and vehicles by ferries -> Moving of cargos and passengers by
vehicles and trains passing through the bridge
(ii) Moving of cargo and passengers by air crafts -> Moving of cargos and passengers by
vehicles and trains passing through the bridge
(iii) Reduction of exhaust gases from vehicles by mitigation traffic congestion in cities and towns
in West Java of traffic congestion
Only for the modal shift from aircrafts to other vehicles (Above case of (ii)) , the CO2 reduction has
been roughly (order of magnitude) estimated in the study based on certain assumptions.
CO2 emission rates by vehicles, vessels and crafts which have been applied in the study are as shown
on Table 4-3.
4-12
Table 4-3 :CO2 Emission Rates by Vehicles, Vessels and Crafts
No.
1
2
3
Transportation
media
CO2
Emission rate
(Passenger)
175～177
53～56
19
Private car
Bus
Railway
b),a)
b),a),b)
b),a)
Ditto.
4
Private railway
2～4
c),b)
5
High speed railway
4～6
b)
14
c)
83～88
c)
6
Sinkansen
7
Aircraft (Standard1,2)
8
Aircraft
9
10
11
Private small truck
Private cargo truck
Small truck for business
use
Ordinary truck for
business use
Cargo truck for business
use
Railway (JR cargo)
12
13
14
15
109～111
(Cargos)
2,190
1,040
660
Ferry
Ditto.
b),a)
b)
d)
d)
176
d)
158
b)
21～22
b),d)
48
d)
16
Ship
39
b)
17
Coastal ship
37
d)
1,474
d)
18
Aircraft
g-CO2/passenger-km
Ditto.
〃
〃
〃
〃
g-CO2/t・km
〃
〃
〃
〃
〃
〃
〃
〃
〃
Source:
a)Climate Network、 August, 2006 (Japan),
b) Ministry of Environment , etc., 2004 (Japan),
c) National Traffic Safety and Environment Laboratory (Japanese incorporated administrative
agency),
d) Ship and Ocean, 2002 (Japanese incorporated foundation)
Table 4-4 shows recorded numbers of passengers between Bandar Lampung and other cities (Jakarta,
Palembang and Batam) during 2004 and 2008. In addition, modal shift rates from aircrafts to other
crafts and vehicles have been assumed as shown on Table 4-5.
Table 4-4: Passengers at Bandar Lampung Air Port (2004～2008)
Year
1
2
3
4
5
Times of departure and
arrival
(times/year)
1,734
2,439
3,914
3,914 (?)
4,442
Total passengers
(passengers/year)
2004
113,455
2005
196,128
2006
321,545
2007
366,658
2008
378,653
Total
1,376,439
Average annual
252,597
increment of
passengers
(passengers/year)
(Source: hhtp://en.wikiipedia.org/wiki/Radin_Inten_II_Airport)
4-13
Table 4-5: Modal Shift Rates from Aircrafts to Other Crafts and Vehicles
Transportation
Transportation
Aircraft
20%
➔
Bus
40%
➔
Aircraft
100%
Railway
30%
➔
Car
10%
➔
b. Reduction of CO2 Emission by Modal Shift
Table 4-6 shows the result of calculation of CO2 emission reduction by modal shift. For the future
demand of aircraft passengers, it has been predicted as increased proportionally with the increasing
ratio between 2009’s and 2011’s actual data on aircraft passengers.
Table 4-6 : Demand Forecast of Passengers and CO2 Reduction by Modal Shift
Year
年平均増分
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
Annual
Number of
Aricraft
Paseengers
(pax/year)
252,597
631,250
883,847
1,136,444
1,389,041
1,641,638
1,894,235
2,146,832
2,399,429
2,652,026
2,904,623
3,157,220
3,409,817
3,662,414
3,915,011
4,167,608
4,420,205
4,672,802
4,925,399
5,177,996
5,430,593
5,683,190
5,935,787
Annual
pasenger-km
(pax-km/year)
CO2 Emission by Transportation Media
（ｔ－CO2/ｙ）)
w/o　Modal Shift
Rate (%) of modal shift　from air crafts to miscellenous
trasnportation media
(Aircraft)
(Aircraft)
(Bus)
(Raiway)
(Automible)
100%
20%
40%
30%
10%
Balance：　CO2
reduction
Duaraion of plan and design of Sunda Straits Bridge
Duration of Construction of Sunda Straite Bridge
1,041,902,000
1,105,051,250
1,168,200,500
1,231,349,750
1,294,499,000
1,357,648,250
1,420,797,500
1,483,946,750
115,651
122,661
129,670
136,680
143,689
150,699
157,709
164,718
23,130
24,532
25,934
27,336
28,738
30,140
31,542
32,944
23,339
24,753
26,168
27,582
28,997
30,411
31,826
33,240
5,939
6,299
6,659
7,019
7,379
7,739
8,099
8,458
18,442
19,559
20,677
21,795
22,913
24,030
25,148
26,266
Total
44,802
47,517
50,233
52,948
55,663
58,379
61,094
63,810
434,446
Note: a) Distance of modal shift is assumed 250 km for aircrafts, buses, trains and cars. b) Table 4-6
includes number of passengers moving between Bandar Lamapung and other cities of Jakarta,
Palembang and Batam. In the study, it is assumed all passengers move between Bandar Lampung and
Jakarta.
As the result of the calculation, Reduction CO2 emission will decrease by modal shifting from aircrafts
consuming a large amount of energies to energy-saving buses and trains. In addition, further reduction
of CO2 emission will be expected by introduction of the following technologies:
4-14
(i) Introduction of regeneration brakes to trains
(ii) Supply of higher efficiency and more environmental-friendly power plants such as super
pressure coal-fired, natural gas-fired, etc. to trains
However, to certify and register a CDM project to obtain CO2 credits, reduction of CO2 emission must
be able to be verified by monitoring during the project period.
(2) Other Environmentally-improved Effects
The regional development projects surrounding the Suda Straits Bridge will cover many fields.
Among them, the following projects will be expected to contribute to environmental improvement
such as global warning protection, energy saving, public hygiene, etc..
■ Smart city (Banten Province, Java)
■ Geothermal power generation (Lampung Province, Sumatra)
■ Bio-fuels production and manufacturing (Lampung Province, Sumatra)
■ Production of fresh water by seawater desalination (Banten Province, Java and Lampung Province,
Sumatra )
■ Providing of other infrastructures such as water supply and sewers (Banten Province, Java and
Lampung Province, Sumatra )
■ Bilateral CO2 Credit system: Japan is discussion with Indonesian BAPEDAL, Ministry of
Energy and Mineral Resources, National Council on Climate Change, etc. about bilateral CO2
credit (or bilateral offset mechanism) .
Projects for bilateral CO2 credits as shown on Table 4-7 were proposed as pilot projects to be
supported by Japan. The same projects such as geothermal power plants, etc. which are tabulated on
the following table are expected in the projects.
4-15
Table 4-7: Bilateral CO2 Credit System and its Pilot Projects
Field
Project
Applicant (Business partner)
1 Coal-fired power High-efficiency coal-fired power
Institute of Energy Economics of
plant (Super pressure)
Japan (JPOWWR)
2 Coal-fired power High efficiency of low calorie
Sojitsu (Tsukishima Kikai)
coal-fired power plants
3 Power
Reduction of power transmission
Mitsubishi UFJ Morgan Stanley
transmission and
loss by high-efficient transformers
Securities (Tohoku Electric Power,
supply network
Hitachi Metals)
4 Renewable
Geothermal power plants
Mitsubishi Corporation (West JEC)
energies
5 Factory energy
Optimized control of factory’s
Yamatake
saving
facilities optimization by IT
6 REDD＋
Forest protection in developing
Marubeni
(Reducing
countries
Emissions from
Deforestation and
Forest
Degradation-plus)
Arabian Oil Co., Ltd
7 CCS (Carbon
Enhanced oil recovery by CO2
Dioxide Capture
injection CO2
and Storage)
8 Chemistry
NO2 reduction by coating fertilizers Shemricamagri (Marubeni)
9 Cement
Recovery of waste heat from power Kawasaki Heavy Industries
generation and gasification of
wastes
(Source: About “Bilateral CO2 Credits System” (WWF Japan, February 25, 2011)
4-16
4.3 Environmental and Social Impacts of the Projects
(1) Screening and Scoping of Environmental and Social Issues
In the study, only the project of Sunda Straits Bridge and its access roads has been evaluated,
excluding regional development projects in Banten Province, Java and Lampung Province, Sumatra.
Because it is difficult to evaluate magnitudes of environmental impacts because the details of projects
such as scales and sites for the regional development projects have not been determined yet. The
results of screening and scoping (Survey & investigation, prediction and evaluation of environmental
and social issues) are tabulated on Table 4-8. The issues which will give serious impacts on
environment and society shall be fully checked and evaluated in SEA and/or EIA studies by project
operators and/or petitioners.
Table 4-8 :Environmental Checklist
(Sunda Strait Bridge Project including Access Rods in the Republic of Indonesia)
(Form: JICA’ s Environmental Checklist (Bridge))
Category
Environment
al Item
Main Check Items
1. Permits and
Explanation
(1) EIA and
Permits and
Environmenta
l Permits
(a) Have EIA reports
been officially
completed?
(b) Have EIA
reports been approved
by authorities of the
host country’s
government?
(c) Have EIA reports
been unconditionally
approved? If
conditions are
imposed on the
approval of EIA
reports, are the
conditions satisfied?
(d) In addition to the
above approvals, have
other required
environmental permits
been obtained from
the appropriate
regulatory authorities
of the host country’s
government?
(a) Have contents of
the project and the
potential impacts
adequately explained
to the public based on
appropriate
procedures, including
information
disclosure? Is
understanding
obtained from the
local stakeholders?
(b) Have the comment
from the stakeholders
(such as local
residents) been
reflected to the project
design?
(2)
Explanation
to the Local
Stakeholders
Significance of Potential
Environmental Impacts
Major Small None Not
Clear
---------
Potential
Environment
al Issues and
Problems
---
Confirmation of Environmental
Considerations (Reasons, bases,
mitigations, etc.)
SEA and/or EIA have not been
prepared yet.
---
---
---
---
---
Ditto.
---
---
---
---
---
Ditto.
---
---
---
---
---
Ditto.
---
---
---
---
---
Ditto.
---
---
---
---
---
Ditto.
4-17
Category
2. Pollution
Control
Environment
al Item
Main Check Items
(3)
Examination
of Alternatives
(a) Have alternative
plans of the project
been examined with
social and
environmental
considerations?
(a) Is there a
possibility that air
pollutants emitted
from the project
related sources, such
as vehicles traffic will
affect ambient air
quality?
(b) If air quality
already exceed
country's standards
near the route, is there
a possibility that the
project will make air
pollution worse?
(1) Air Quality
(2) Water
Quality
(3) Noise and
Vibration
3. Natural
Environment
(1)
Protected
Areas
Significance of Potential
Environmental Impacts
Major Small None Not
Clear
---------
Potential
Environment
al Issues and
Problems
---
Confirmation of Environmental
Considerations (Reasons, bases,
mitigations, etc.)
There are several sites and routes
for the Sunda Strait Bridge.
However, the route has not been
determined yet.
✔
Air
pollution
✔
Ditto.
(a) Is there a
possibility that soil
runoff from the bare
lands resulting from
earthmoving activities
such as cutting and
filling will cause
water quality
degradation in
downstream water
areas?
✔
Water
pollution
(b) Is there a
possibility that the
project will
contaminated water
source such as well
water?
✔
Ditto.
(a) Do noise and
vibrations from
vehicles and train
traffic comply with the
country’s standards?
✔
Health
damage
(b) Do low frequency
sound from vehicle
and train traffic
comply with the
country’s standards?
✔
Ditto.
Ditto.
(a) Is the project site
located in protected
areas designated by
the country’s laws or
international treaties
and conventions? Is
there a possibility that
the project will affect
the protected areas?
✔
Nature and
ecology
destruction
So far as the Sunda Bridges are
concerned, no protected areas in
the project sites. If any, the route
will be changed. In the
surrounding regional
development, protected reserves
shall be paid attention to not to
give adverse impacts..
4-18
To comply with the Indonesian
environmental criteria.
Such a situation will not be
expected in the sites and routes of
the Sunda Strait
Bridge .However, air pollution
due to traffic congestion, etc.
shall be taken into consideration.
Countermeasures such as Slope
protection, installation of
sedimentary basins, etc will be
taken.
Proper countermeasures will be
taken against adverse effects
such as flowing of pollutants into
wells、 etc..
To be planned and designed in
compliance with Indonesian
environmental standards, etc..
Category
Environment
al Item
(2)
Ecosystem
(3)
Hydrology
(4)
Topography
and Geology
Main Check Items
Significance of Potential
Environmental Impacts
Major Small None Not
Clear
(a) Does the project
site encompass
primeval forests,
tropical rain forests,
ecologically valuable
habitats (e.g., coral
reefs, mangroves, or
tidal flats)?
(b) Does the project
site encompass the
protected habitats of
endangered species
designated by the
country’s laws or
international treaties
and conventions?
(c) If significant
ecological impacts are
anticipated, are
adequate
environmental
protection measures
taken to reduce the
impacts on
ecosystem?
(d) Are adequate
protection measures
taken to prevent
impact such as
disruption of
migration routes,
habitat fragmentation
and traffic accident of
wildlife and
livestock?
(e) Is there a
possibility that
installations of roads
will cause impact such
as destruction of
forest, poaching,
desertification,
reduction of wetland
areas and disturbance
of ecosystem due to
introduction exotic
(non-native invasive)
species and pests? Are
adequate measures for
preventing such
impacts considered?
✔
Potential
Environment
al Issues and
Problems
Ditto.
✔
Ditto.
No endangered species in the
project sites. If any, the route will
be changed.
✔
Ditto.
No significant impact so far as
the Indonesian environmental
rules and regulations. If any, the
route will be changed.
✔
Ditto.
No such situations in the project
sites. If any, the route will be
changed.
✔
Ditto.
There will be some threats and
fears such as destruction of
forests, etc. in the project. Proper
plan and design of the projects
shall be done considering
natural environment and
ecologies. Taking such situations
into consideration, change of
routes, relocation of ecology, etc.
will be done to depress or reduce
impacts.
(a) Is there a
possibility that
alteration of
topographic features
and installation of
structures such as
tunnels will adversely
affect surface water
and groundwater
flows?
(a) Is there a soft
ground on the route
that may cause slope
failures or landslides?
Are adequate
measures considered
to prevent slope
failures or landslides
where needed?
✔
Change of
Flow regime,
etc.
Limited areas of dewatering will
led to less subsidence.
Temporary works shall be
planned and designed not to
interrupt waterway of ground
water.
✔
Slope failure,
land slide,
etc.
Proper actions and
countermeasures such as slope
protection, sand piling,
compaction, chemical grouting,
etc. will be taken to prevent slope
failures and strengthen soft
ground.
4-19
Confirmation of Environmental
Considerations (Reasons, bases,
mitigations, etc.)
So far as the Sunda Bridges are
concerned,, no large primeval
forests in the project sites. If any,
the route will be changed.
Category
4. Social
Environment
Environment
al Item
(1)
Resettlement
Main Check Items
(b) Is there a
possibility that civil
works such as cutting
and filling will cause
slope failures or
landslides? Are
adequate measures
considered to prevent
slope failures or
landslides?
(c) Is there a
possibility that soil
runoff will result from
cut and fill areas,
waste soul disposal
sites and borrow
sites? Are adequate
measures taken to
prevent soil run-off?
(a) Is there
involuntary
resettlement? If
involuntary
resettlement is caused,
are efforts made to
minimize the impacts
caused by the
resettlement?
(b) Is adequate
explanation on
relocation and
compensation given to
affected persons prior
to resettlement?
(c) Is the resettlement
plan, including proper
compensation,
restoration of
livelihoods and living
standards developed
based on
socioeconomic studies
on resettlement?
(d) Is the
compensations going
to be paid prior to the
resettlement?
(e) Is the
compensation policies
prepared in
document?
(f) Does the
resettlement plan pay
particular attention to
un vulnerable groups
or people, including
women, children, the
elderly, people below
the poverty line,
ethnic minorities, and
indigenous peoples?
(g) Are agreements
with the affected
people obtained prior
to resettlement?
(h) Is the organization
framework established
to properly implement
resettlement? Are the
capacity and budget
secured to implement
the plan?
Significance of Potential
Environmental Impacts
Major Small None Not
Clear
Potential
Environment
al Issues and
Problems
Ditto.
Confirmation of Environmental
Considerations (Reasons, bases,
mitigations, etc.)
✔
Soil run-off,
etc.
Ditto.
✔
Social
problems
✔
Ditto.
✔
Ditto.
If acquisition of lands and
resettlement are needed, LARAP
will be prepared based on
Indonesian laws, rules and
regulations.
Ditto.
✔
Ditto.
Ditto.
✔
Ditto.
Ditto.
✔
Ditto.
Ditto.
✔
Ditto.
Ditto.
✔
Ditto.
Ditto.
✔
Ditto.
Ditto.
4-20
Category
Environment
al Item
(2) Living
and
Livelihood
Main Check Items
(i) Are any plans
developed to monitor
the impacts of
resettlement?
(j) Is the grievance
redress mechanism
established ?
(a) Where bridges and
access roads are
newly installed, is
there a possibility that
the project will affect
the existing means of
transportation and the
associated works? Is
there a possibility that
the project will cause
significant impacts
such as extensive
alteration of existing
land uses, changes in
sources of livelihood
or unemployment?
Are adequate
measures considered
for preventing these
impacts?
(b) Is there a
possibility that the
project will adversely
affect the living
conditions of
inhabitants other than
the affected
inhabitants? Are
adequate measures
considered to reduce
the impact, if
necessary?
(c) Is there a
possibility that
diseases (including
communicable
diseases, such as HIV)
will be introduced due
to immigration of
workers associated
with the project? Are
adequate
considerations given
to public health, if
necessary?
(d) Is there a
possibility that the
project will adversely
affect road traffic in
the surrounding areas
(e.g., by causing
increases in traffic
congestion and traffic
accidents) ?
(e) Is there a
possibility that roads
and railways will
cause impede the
movement of
inhabitants?
Significance of Potential
Environmental Impacts
Major Small None Not
Clear
Confirmation of Environmental
Considerations (Reasons, bases,
mitigations, etc.)
✔
Potential
Environment
al Issues and
Problems
Ditto.
✔
Ditto.
Ditto.
Ditto
✔
Ditto.
Installation of the bridge over the
Sunda Strait will arise
unemployment of ferry worker,
etc.. Countermeasures shall be
adopted, taking such situation
consideration.
✔
Ditto.
Adverse impacts to people such
as noise, vibration, air pollution,
etc. shall be taken into
consideration. As required,
installation of noise barrier
walls, resettlement of
inhabitants, etc. shall be carried
out.
4-21
✔
Contermeasures shall be taken in
cooperation woth teh related
Indonesian aurhoritie so taht
such situations mayl not arisen
in the projects/
✔
The projects shall be planned in
cooperation with the persons
concerned of Indonesia to
prevent such things from
happening..
✔
There will be no such a
possibility.
Category
Environment
al Item
(3) Heritage
(4)
Landscape
(5) Ethnic
Minorities
and
Indigenous
Peoples
(6) Working
conditions
Main Check Items
Significance of Potential
Environmental Impacts
Major Small None Not
Clear
Potential
Environment
al Issues and
Problems
Confirmation of Environmental
Considerations (Reasons, bases,
mitigations, etc.)
(f) Is there a
possibility that
structures associated
with roads (such
abridges) will cause
a sun shading and
radio interference?
(a) Is there a
possibility that the
project will damage
the local
archeological,
historical, cultural,
and religious heritage
sites? Are adequate
measures considered
to protect these sites in
accordance with the
country’s laws?
(a) Is there a
possibility that the
project will adversely
affect the local
landscape? Are
necessary measures
taken?
(a) Are considerations
given to reduce
impacts on the culture
and lifestyle of ethic
minorities and
indigenous peoples?
(b) Are all of the
rights of ethnic
minorities and
indigenous peoples in
relation to land and
resources respected?
(a) Is the project
proponent not
violating any laws and
ordinances associated
with the working
conditions of the
country which the
project proponent
should observe in the
project?
(b) Are tangible safety
considerations in
place for individuals
involved in the
project, such as the
installation of safety
equipment which
prevents industrial
accidents, and
management of
hazardous materials?
✔
The projects shall be planned not
to arise such damages.
✔
So far as the Suda Straits Bridges
are concerned. there are no
archeological, historical,
cultural, and religious heritage
sites in/on the project sites and
routes. If any, they will be
protected by the Indonesian laws
and regulations. .
✔
If any, they will be protected by
the Indonesian laws and
regulations. .
✔
There in no ethnic problems in
the project in/on the sites and
routes of the Sunda Straits
Bridges. If any, countermeasures
shall be taken to depress or
reduce adverse impacts..
It is expected there is no ethnic
problems in the project in/on the
sites and routes of the Sunda
Straits Bridges.
(c) Are intangible
measures being
planned and
implemented for
individuals involved
in the project, such as
the establishment of a
safety and health
program, and safety
training (including
traffic safety and
public sanitation) for
workers etc.?
✔
4-22
✔
Ｔ he working conditions will be
protected by the Indonesian laws
and regulations. As required,
comply with international and
Japanese norms and practices
such as WHO, OHSHA,
Japanese Labor, Safety and
Health Regulations, etc.. shall be
referred to.
✔
Proper instruction and guidance
monitoring will be given to
individuals involved in the
projects.
✔
Proper instruction and guidance
about safety and hygiene will be
given to individuals involved in
the projects.
Category
5. Others
Environment
al Item
(1) Impacts
during
Construction
Main Check Items
(d) Are appropriate
measures being taken
to ensure that security
guards involved in the
project do not violate
safety of other
individuals involved,
or local residents?
(a) Are adequate
measures considered
to reduce impacts
during construction
(e.g., noise,
vibrations, turbid
water, dust, exhaust
gases, and wastes)?
(b) If construction
activities adversely
affect the natural
environment
(ecosystem), are
adequate measures
considered to reduce
impacts?
(c) If construction
activities adversely
affect the social
environment, are
adequate measures
considered to reduce
impacts?
(2)
Monitoring
Significance of Potential
Environmental Impacts
Major Small None Not
Clear
Potential
Environment
al Issues and
Problems
✔
✔
Of course, proper actions shall
be taken.
Environmen
tal pollution
and
contaminati
on - Noise &
vibration,
turbidity,
dust,
exhausted
gas, wastes,
etc..
✔
Damages to
natural
environmen
t
✔
Traffic
congestion,
nuisance,
etc
(a) Does the
proponent develop
and implement
monitoring program
for the environmental
items that are
considered to have
potential impacts?
(b) What are the
items, methods and
frequencies of
monitoring program?
(c) Does the
proponent establish an
adequate monitoring
framework
(organization,
personnel, equipment,
and adequate budget
to sustain the
monitoring
framework)?
(d) Are any regulatory
requirements
pertaining to the
report system
identified, such as the
format and frequency
of reports from the
proponent to the
regulatory authorities?
✔
4-23
Confirmation of Environmental
Considerations (Reasons, bases,
mitigations, etc.)
① Noise & vibration: Low noise
and vibration methods and
constructional vehicles and
equipment.
② Construction dusts: Spraying
water, etc.
③ Turbid water: Sediment
basins, etc.
④ Exhaust gas: Less exhaust gas
constructional vehicles and
equipment.
⑤ Wastes: Spoils, solid wastes,
etc. will be properly disposed
or reclaimed.
So far as the Sunda Straits
Bridges are concerned, the
construction activities does not
affect the natural environment
adversely, but, any way,
adequate measures are
considered to reduce impacts. If
any proper action will be taken.
Adequate measures such as
detours, etc. are taken to reduce
impacts to social environment.
To be executed, based on
environmental monitoring &
management plans(RKL and
RPL)..
✔
Ditto.
✔
Ditto.
✔
Ditto.
Category
6. Note
Environment
al Item
Main Check Items
Significance of Potential
Environmental Impacts
Major Small None Not
Clear
Potential
Environment
al Issues and
Problems
Confirmation of Environmental
Considerations (Reasons, bases,
mitigations, etc.)
Reference to
Checklist of
Other Sectors
(a) Where necessary,
So far as the Sunda Bridges are
✔
pertinent items
concerned, no large forests in the
described in the
project. If any, it will be
Forestry Project
compensated by forestation, etc..
checklist should also
be checked (e.g.,
projects including
large areas of
deforestation).
(b) Where necessary,
So far as the Sunda Bridges are
✔
pertinent items
concerned, power cables and
described in the Power
facilities will not be involved in
Transmission and
the project.
Distribution Lines
checklist should also
be checked (e.g.,
projects including
installation of electric
transmission lines
and/or electric
distribution facilities).
Note on
So far as the Sunda Bridges are
If necessary, the
✔
Using
concerned, no global issues in
impacts to
Environment
the project.
trans-boundary or
al Checklist
global issues should
be confirmed (e.g.,
the project includes
factors that may cause
problems, such as
trans-boundary waste
treatment, acid rain,
destruction of the
ozone layer, and
global warming).
1) Regarding the term “Country’s Standards” mentioned in the above table, in the event that environmental standards in the country
where the project is located diverge significantly from the World Bank Safeguard Policy as a general rule, or the International
Finance Corporation Performance Standards for private sector limited or non-recourse project finance cases, or other standards
established by other international financial institutions, or other internationally recognized standards or good practices established
by developed countries such as Japan regarding environmental and social considerations, the background and rationale for this
deviation, and the measures to rectify it if necessary, are to be confirmed. In cases where local environmental regulations are yet to
be established in some areas, considerations should be based on comparisons with international standards such as the World Bank
Safeguard Policy, and appropriate standards of other countries (including Japan).
2) Environmental checklist provides general environmental items to be checked. It may be necessary to add or delete an item taking
into account the characteristics of the project and the particular circumstances of the country and locality in which it is located.
(2) Proposed Projects and their More Environmental-friendly Alternatives
The several routes, design and construction methods of the Sunda Strait Bridge will be envisaged.
The detailed alternatives have not been clarified or specified because plans and designs of the bridge
and its regional development are not done based on the detailed data and information on site survey,
soil conditions, sea conditions, etc.. Therefore, detailed plan and design shall be done by the project
operators and/or petitioners.
(3) Other Data and information on Environmental and Social Status and Conditions
The executing agencies will be determined after two years of survey, investigation, design and
studies. In addition, the SEA or EIA have been done as well as detailed plans and design of the
bridges. Detailed and essential date and information on environmental and social conditions have
been obtained yet. Therefore, data and information have been collected extensively through site
survey in the study, previous other project reports, literature survey, etc..
4-24
4.4 Outlines of Environmental Law, Rules and Regulations in the
Republic of Indonesia
(1) Environmental Laws, Rules and Regulations
a. Environmental Legislation and System
■ Competent authorities and agencies: March 1993, for further strengthening environmental
administration, the ”Ministry of Environment (MENLH) “ was established in March 1993 as an
independent ministry which plans environmental policies and strategies. In 1994, the “Environmental
Management Agency (BAPEDAL)” became an organization under the direct control of the President
for environmental administration. This resulted in a system that the “Ministry of Environment
(MENLH)” fulfills a coordination function for formulating policies on environmental problems and
the BAPEDAL implements specific environmental conservation policies and pollution control
measures. However, the BAPEDAL was merged in the MENLH in 2000 to transfer his duties to the
“Regional Environmental Agencies or Departments of Environment (BPLHDs” under the control of
local governments. The BPLH in KDI Jakarta have jurisdiction over all the projects in DKI Jakarta.
■ DNA-CDM in the Republic of Indonesia: The UNFCC and Kyoto Protocol were ratified by the
Republic of Indonesia in August 1994 and December 2004 respectively. The Indonesian DNA-CDM
is the “National Commission for CDM (KOMAS MPB)”. The chairman is an executive Secretary to
Minister of Environment. A secretariat and technical team are established under the committee. In the
Republic of Indonesia, a DNA was established in July, 2005. The DNA is represented by a assistant
secretary (secretariat) of Ministry of Environment and composed of members of the seven Indonesian
ministries.
The Indonesian state and local governmental authorities which involve in the project are the “Ministry
of Transportation (MOT)”, “Ministry of Environment” and “BPLHD in KDI Jakarta”. Their
organizations referred to Figs A4-3, A4-4 and A4-5 in Appendices.
b. Environmental, Exhaust Gas Emission and Wastewater Discharge Criteria
■ Environmental criteria (Ambient air, water quality and noise & vibration)
(i)
Ambient air: Norms and standards to prevent environment from air pollution are stipulated
in the Decree of the State Minister of Environment No. 2 of 1988 as uniform in the whole
country of Indonesia (See Table A4-2 in Appendices.).
(ii) Water quality: With regard to water quality of water bodies in natural environment, their
norms and standards are stipulated in the Government Regulation on Control of Water
Pollution (Government Regulation No.20 of 1990). See Table A4-3 in Appendices.
(iii) Noise and vibration: Table A4-4 in Appendices shows the norms and standards for noise
applicable in the Republic of Indonesia. Tables A4-5 and A4-6 in Appendices show ones
for displacement and velocity of buildings and building structures respectively.
4-25
■ Exhaust gas emission and wastewater discharge criteria: The emission norms and standards of
exhaust gas into ambient air from stationary sources are stipulated by five (5) type of industries such as
“ i) Iron and steel”, “ ii) Pulp and paper”, “iii) Cement” , iv) Coal-fired power” and “v) All other
industries” by the Decree of the State Minister of Environment No.13 of 1995. Table A4-7 in
Appendices shows norms and standards for all industries applicable to the project
With regard to wastewater discharge from activities of enterprises, the Decree of the State Minister of
Environment on Quality Standards on Liquid Waste from Industries’ Activities (No. 51, 1995)
stipulates the norms and standards for sectors of 21. Table A4-8 in Appendices shows the norms and
standards applicable in the province of West Java and all over Indonesia.
■ Wastes: Harmful wastes are regulated by the Government Regulation of the Republic of Indonesia
concerning Hazardous and Toxic Waste (No. 19, 1994). Wastes which Indonesian laws and rules are
applied to are hazardous and toxic ones usually referred to B3 named after first letters of words
meaning dangerous, hazardous and toxic in Indonesian. Wastes designated as B3 are prohibited to be
disposed directly into waters, soils, and ambient airs. The B3 wastes from factories shall be committed
to certified specialists handling harmful wastes.
(2) EIA (Environmental Impact Assessment) System, Etc/
■ Strategic Environmental Assessment (SEA)
In 2009, the strategic environmental assessment which has been legislated in the Republic of
Indonesia shall be carried out by central and/or local governments for ① Medium to long-term plans
and programs; ② Inter-state and multi-regional spatial plans; and ③ Environmentally impactive and
risky policies, plans and programs (Law No.32, 2009 concerning Environmental Protection and
Management).
■ EIA system
In the Republic of Indonesia, the responsibility for overall coordination of environmental impact
assessment (EIA) known as AMDAL lies with a BPLHD in a certain regions or a local government
which play an important role in this assessment. Types and their magnitudes of projects and activities
that require EIA in Indonesia are stipulated by sectors and by the State Regulation Number 11 year
2006. EIA studies will be required especially in the railway projects in Indonesian transportation
sector as shown on Table 4-9. The documents of AMDA shall include:
(i)
Action plans on environmental impact analysis (KA-AMDAL);
(ii) Environmental impact analysis (ANDAL);
(iii) Environmental management plans (RKL);
(iv) Environmental monitoring plans (RPL) and
(v) Summary
4-26
The authority to implement an environmental impact assessment (EIA) is assigned to ministries or
other organization of the regional government. Provinces and special administrative districts which
have jurisdiction over the work operation concerned. Each of these organizations has their own “EIA
Committee” to carry out preliminary screening to review the environment impact report. For a
“Central EIA Committee” established in a specific organization in the national government, the head
of that organization is appointed as the chairman. For Local Committees, a provincial governor is
appointed as the chairman. These committees comprise standing committees of which representatives
of the related governmental organizations, experts on environmental matters, and environmental
groups participate and non-standing committees of which residents’ representatives participate.
EIA process starts when a planner or operator of the proposed project or activity contacts a relevant
governmental authority. First of all, the EIA Committee established in the Government gives
judgment on necessity of EIA on the proposed project and activity. However, even if any EIA is not
judged necessary by him, the “Environmental Management and Monitoring Plans (RKL and RPL)”
shall be prepared to obtain approvals for the proposed project and activities.
In addition, in case that land acquisition and resettlement are required, the “Land acquisition and
Resettlement Action Plan (LARAP)” shall be prepared and the Local Land Committee shall be
established to agree with the project affected persons (PAPs). Fig.4-8 shows procedures for AMDAL
and their durations. According to the table, it takes maximum 6 months from announcement of the
project to approval of EIA on the project.
4-27
Fig.4-8: EIA (AMDAL) Procedures and their Required Duration in the Republic
of the Republic of Indonesia
Community Stakeholders
Responsible Authorities/Institutions
Project Proponent
Announcement of project
plans
Announcement for
preparation of EIA
Suggestions, opinions and
responses
(Within 30 days after
announcement)
Consultation
Suggestions, opinions and
responses
Arrangement of
KA-ANDAL
Evaluation of
KA-ANDAL by
Committee
(Max. 75 days)
Arrangement of ANDAL,
RKL and RPL
Suggestions, opinions and
responses
Evaluation of
KA-ANDAL by
Committee
(Max. 75 days)
Coordination and review
of ANDAL, RKL and RPL
Decision of approval of
EIA
(Source: Decision KA. BAPEDAL No. 08 year 2000 on involvement of people and the information transparency
in analysis process about environmental impacts)
4-28
■ Land Acquisition and Resettlement Plan (LARAP)
In the Republic of Indonesia, land acquisition and resettlement shall be simultaneously prepared as a
Land Acquisition and Resettlement Plan (LARAP) . The LARAP is classified into the following two
kinds of plans for either (i)or(ii) to be prepared.
(i)
LARAP: In case that the number of resettlers is 200 people and more
(ii) Simplified LARAP: In case that the number of resettlers is less than 200 people
■ Projects and Activities which EIA is needed
In the Republic of Indonesia, projects and activities shown on Table 4-9 shall need EIA and its
approval by central and/or local governments. The EIAs shall be obliged for the Sunda Strait Bridge
and its surrounding regional development projects and activities shown on Table 4-9. Projects and
activities ticked will be proposed in the provinces of Bantem and Lampung. In the Sunda Strait
Bridges and their surrounding regional development projects, the projects marked as (✔) will be
envisaged in the provinces of Banteng and Lampung, Indonesia
Table 4-9: Projects envisaged in Provinces of Banten and Lampung and Necessity of EIA
Field
I. Mining and energies
Projects or activities
a)
Scale/Magnitude
(EIA needed projects and
activities)
Coal
200,000 tons and over
Primary ore
Secondary ore
Non-steel metal
mineral, sand and
gravel
Radioactive minerals
(Including
exploration, mining
and refining)
Power transmission
lines
Power generation
pants (Diesel, natural
gas, steam, and
combined cycles)
Hydraulic power
generation
Geothermal power
plants
Other power plants
II. Medicals
Petroleum and natural
gas (Production)
Petroleum and natural
gas (Refining)
Petroleum and natural
gas pipelines
Hospitals (A class, I
class or equal) and
other hospital (400
rooms and over),
complete nursing care
hospitals, basic
medicine
manufacturing
facilities
150ｋ V and over
Banten
Province
Lampung
Province
✔
✔
✔
✔
✔
100MWand and over
✔
✔
55MWand and over
✔
✔
✔
✔
✔
Length 25kmand over
✔
✔
4-29
Remarks
Field
III. Public works
IV. Agricultures
V. Tourism
Projects or activities
a)
Scale/Magnitude
(EIA needed projects and
activities)
Construction of dams
and dikes
High speed highways
and flyovers
Height: 15m and over
Construction of trunk
roads and highways
Construction and
repairs of m main
roads and highways
except large cities and
metropolitans
Waste water
treatment facilities
and sewers
Sewage
Total length: 25kmand
over
Total length: 5km and
over or area: 5ha and
over
Water intake facilities
from lakes, rives,
ponds, etc.
Urban redevelopment
projects
High rise buildings
and mansions
Shrimps and fish
cultivation
Plantation
Hotels
Area 50ha and over
Area : 2,500ha and over
Area: 5ha and over
Height: 60mand over
Area: 50haand over
Area: 10,000ha以以
200 rooms and over or
area: 5ha and over
Golf course
Recreation parks
VI. Immigration and
living in forests
VII. Industries
VIII. Transportation
Tourism and resort
facilities
Construction of
Immigrants’ housing
facilities
Cement, paper and
pulp, chemical
fertilizers
(Compound),
Petrochemicals,
Steel, lead refining,
copper refining,
alumina refining,
special steel,
aluminum
manufacturing, metal
pellet
manufacturing,, pig
iron, Ferro alloy,
industrial estates,
shipbuilding
(Vessels:
3,000dwtand
over、 aircraft
manufacturing,
manufacturing of
arms & weapons,
munitions and
explosives, dry
batteries
Railways
100ha and over
Banten
Province
Lampung
Province
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
Area: 3,000haand over
Length: 25km and over
Construction of
subways
Construction of port
and related facilities
(Class 1 and 2)
Applicable to Sunda
Straits Bridge
project.
Ditto.
Ditto.
✔
✔
✔
✔
✔
✔
4-30
Remarks
Applicable to Sunda
Straits Bridge
project.
Field
Projects or activities
a)
Construction of
special ports
Coast reclamation
IX. Trade and commerce
X. Defenses and security
XI. Nuclear energies
XII. Forests
XIII. Harmful waste
control
XIV. Integrated/multiple
ministries
Port freight
handling facilities
Port freight handling
areas
Air ports and related
facilities
Trading centers or
shopping centers
(Details to be
omitted.)
(Details to be
omitted.)
Construction of safari
parks
Construction of zoos
Scale/Magnitude
(EIA needed projects and
activities)
Banten
Province
Lampung
Province
Remarks
✔
Area: 25haand over
✔
Volume: 100,000m3 and
over
✔
✔
✔
Area: 5ha and over Or
area: 10,000m2and over
✔
250haand over
✔
100haand over
Deforestation (HPH:
Hak Pengusahaan
Hutan)
Deforestation of sago
palms’ forests
Commercial
forestation (HTI:
Hutan Tanaman
Industri (HTI)
Construction of parks
(National parks,
nature reserves,
hunting areas in
natural reserves,
coastal parks, animal
reserves, marine
parks, wildlife
reserves, etc.
Construction of
harmful waste
treatment facilities
Activities related to
same species of
ecologies (Each
which needs EIA)
and projects or
activities control by
plural ministries.
✔
✔
✔
✔
✔
✔
✔
✔
✔
✔
Applicable to Sunda
Straits Bridge
project.
(Source: Prepared by the study team based on ” Indonesian Environmental Protection (1995), Mr. Genjichi Iwata “)
(3) Other Environmental Guidelines to be complied
JICA’s Environmental Guidelines: Since the project and activity will give significant impacts on
natural and social environments is classified into Category A, it is essential to disclose the EIA report
and environmental approval certificate. In addition, in case of large scale of involuntary resettlement,
the resettlement action plan shall be disclosed.
4-31
4.5 Matters to be completed by the related Authorities in the
Republic of Indonesia to realize the projects
The related authorities and/or project operators shall implement the following tasks and duties
promptly to realize the projects:
■ Survey and investigation required for plan and design of projects’ plants and facilities such as
route and site, soil investigation, sea water depth, sea conditions, etc.
■ To implement feasibility studies, FEEDs, etc. to determine the project operators.
■ Finalization of SEA and/or EIA by governments or operators to obtain SEA and/or EIA approvals
from Central and/or regional governments.
■ Preparation of LARAPs to start land acquisition for the projects if required.
■ Start of negotiation about fisheries compensations, etc. with fishermen and persons affected by the
projects
4-32
Chapter 5:
Financial and Economic Evaluation
Reproduction Prohibited
5.1 Estimate of project costs
(1) Sunda Strait Bridge Project
A survey has not yet been performed for the ground in the strait area.
As a result, it is currently
impossible to provide an estimate of bridge specifications and cost. Therefore, based on experience
gained from the Akashi Strait Bridge, the base case, optimistic case and pessimistic case shown
below are set for this survey.
Table 5.1-1：Bridge Specifications
Base case
Total distance
Central span
Number of suspension
bridges
Suspension bridges
(km)
Marine approach (km)
Water depth
Notes
25km
2,500m
2
Case-1
(Optimistic Case)
25km
2,500m
2
Case-2
(Pessimistic Case)
25km
2,500m
3
10km
10km
15km
15km
70m
Slide of Akashi Strait
Bridge
15km
70m
Reduce cost for
suspension bridge
portion
10km
70m
Addition of one
suspension bridge in
area where seabed is
weak
Also, bridge construction costs are estimated separately for the suspension bridge area and for the
approach bridge area, based on experience gained from the Akashi Strait Bridge and from the Nissei
Bridge.
( a ) Suspension bridge area
The suspension bridge area of the Akashi Strait Bridge is:
400 billion yen / 4,000m
As the construction costs of a suspension bridge are proportional to the cube of the center span, the
construction costs of the suspension bridge area of the Sunda Strait Bridge can be calculated as
follows:
＝construction costs（Suspension bridge of the Akashi Strait Bridge）× (center span of the Sunda
Strait Bridge/ center span of the Akashi Strait Bridge) ^3 × 2 bridges
＝400 billion yen× (2,500m/2,000) ^3 × 2
≑1.55 trillion yen
( b ) Approach bridge area
Calculation is based on the Niisei Bridge (5 billion yen/500m), taking into account the deeper water
depth under the Sunda Strait bridge.
＝construction cost (approach bridge of the Nissei Bridge)/ the span of the Nissei Bridge
5-1
× the span of approach (the Sunda Strait Bridge）
× multiplier
＝5 billion yen/500m×15,000 ×3
＝450 billion yen
( c ) Assumed cases
At the present stage when a ground survey is not yet implemented, it is impossible to estimate
construction costs. Therefore, the following three cases are set.
Base case ： Estimated based on the Akashi Strait Bridge on the assumptions above
Case-1
： Costs of the suspension bridge area are reduced by 30%
Case-2
： One suspension bridge is added in soft-sea-bed area (around 2,250m)
Table 5.1-2：Construction costs of bridge
Base case
Case-1
(Optimistic case)
Case-2
(Pessimistic case)
1.55 trillion yen
1.05 trillion yen
2.05 trillion yen
-
-
570 billion yen
450 billion yen
450 billion yen
380 billion yen
2 trillion yen
1.5 trillion yen
2.5 trillion yen
Construction costs
Suspension bridge
area
Suspension bridge
area (additional)
Approach area
Total
Note
Based on the Akashi
Costs of suspension
Strait Bridge
bridge area are reduced suspension bridge in
（about 70% of the
Addition of one
the soft-sea-base area
base case：equivalent (the distance of 2,250m
of unit prices of the
is assumed)
Messina Bridge）
Regarding costs for the above base case, optimistic case and pessimistic case are set as shown in
Table 5.1-3.
5-2
Table 5.1-3： Bridge project cost
Base case
Construction cost
Maintenance cost
Notes
Case-1
Case-2
(Optimistic case)
(Pessimistic case)
2 trillion yen
1.5 trillion yen
2.5 trillion yen
1st year： 0.04%
2nd year： 0.08%
3rd year： 0.12%
…
th
50 year： 2.00%
*The ratio listed above will be applied to construction cost each year
(increase of 0.04% per year)
Slide of Akashi Strait
Reduce cost for
Addition of one
Bridge
suspension bridge
suspension bridge in
portion
area where seabed is
weak
(2) Overall development projects in surrounding areas
Some reginal development projects of areas surrounding the Sunda Strait Brdige are picked up in
this Report and reviewed in Table 3.1-6. Among these projects, the focus is placed on the following
four projects from the viewpoints of the strength of Japanese companies, stepwise development
accoridng to the timeline, and short-term contribution:
(i)
Port rennovation project (in Banten and Lampung）
(ii) New port development project（in Lampung）
(iii) Factory complex development mixed with bridge construction（in Lampung）
(iv) Airport rennovation project（in Lampung）
In December 2011, the Presidential Decree on the Development of the Sunda Strait Strategic Areas
and the Infrastructure (No.86/2011）was enacted. This decree says that business operators in charge of
the construction of the Sunda Strait Bridge can be awarded the right of the urban development of the
neighboring areas, and that initiators shall draw a blueprint for the regional development of the
strategic areas, including the Sunda Strait Bridge, at their feasibility study that will be implemented by
2014.
Against this backdrop, it is highly probable that the four projects selected above will be incorporated
as candidate projects into the planning of the regional development of the areas surrounding the Sunda
Strait Bridge implemented by initiators who are selected based on the Presidential decree. In this case,
it is highly probable that initiators will offset the construction costs of the Sunda Strait Bridge by
profits on the sales of the development right pertaining to the regional project, and it is decided that
detailed planning would be also explored in their feasibility study. At the present, target areas and
details are not yet decided for the majority of the projects. Therefore, for the individual financial
analyses of the projects in question, it is necessary to monitor the progress of initiators’ feasibility
5-3
study and to take into account costs incurred by the purchase of the development right based on the
results of their feasibility study. In this Report, the scale of business that can be highly profitable for
Japanese companies is calculated. And, as the analyses combining the bridge with the regional
development, the impact evaluation from the viewpoint of economic ripple effect will be implemented
for the following three cases: “no bridge,” “the presence of investment in the bridge,” and “the
combination of the bridge and regional development.”
(i) Port rennovation project（in Banten and Lampung）
At present, first- to sixth-phase of the construction plan of port facilities of Meark and Bakauheni
Ferry Terminals are prepared. The Japanese ferry boats are expected to be adopted for the port with
the advantage of energy saving. For details, please refer the “Survery Report on Expansion Plan of
Ferry Terminal Between Jawa and Sumatra in Indonesia” (JTCA, 2011), whereby project costs
pertaining to the expansion of the terminal are estimated as follows:
Ferry boat purshase costs:
35 billion yen
Not only the ferry boats with advantages of energy saving and effectiveness, but Japanese companies
also have an advantage of proposing management and improvement planning of port to existing
businesses.
(ii) New port development project (in Lampung)
On the presumption that a port that is tentatively set up for the construction of the Sunda Strait
Bridge will be used as a new port after the completion of the bridge, the estimated costs are
calcualted as follows.
Table 5.1-4：Estimated costs of new port
Facility
Dredging
Quay
Bulwark
Landfill/bulldozing
Apron paving
Route signs
Other
Quantity
200,000
600
2,200
1,200,000
1,000,000
9
1
Unit
m3
m
m
m3
m2
Signs
Set
Cost (yen)
500
3,200,000
1,200,000
3,000
5,000
10,000,000
10,000,000
Total
100,000,000
1,920,000,000
2,640,000,000
3,600,000,000
5,000,000,000
90,000,000
10,000,000
13,360,000,000
(Source: Study Team)
New port (for factory complex) construction costs: 13.4 billion yen
Indonesian companies have an ability to finish the whole process of the port construction. So the
Japanese companies would not have significant advantage. However, Japanese companies have an
experience in developing makeshift jetty together with bridge construction in permanent port. Also,
5-4
by being involved in the project at the beginning, Japanese companies have a chance to engaged in
port management for the future.
(iii) Factory complex development going with bridge construction（in Lampung）
Assembly factories and the storage area that are tentatively set up for the construction of the Sunda
Strait Bridge will be arranged as a new factory complex. At present, it is difiicult to estimate the
costs because the land purcese costs, which influence estimation significantly, depend on the
judment of the state government. In this study, costs are estimated based on the prices of the
Klatakaw Factory Complex on a cost per square meter basis
Area
2km × 1km
2,000,000 ㎡
Unit price
50$/㎡
Total project costs:
8 billion yen（US$ 100 million）
In this project, it is possible to construct the factory complex only by local companies. So the
Japanese companies would not have significant advantage. However, by providing services in
surrounding area to attract Japanese makers and for an easy operation for them, it is possible to
prove the superiority of Japanese companies for factory complex management. For the management
of factory complex, Japanese makers would have an advantage.
(iv) Airport rennovation project（in Lampung）
This is the project to rennovate the Bandar Lampung Airport in Lampung as an international airport.
It is planned that this project will be officially announced as a model PPP in Indonesia in 2012.
However, a large portion of the details of the project remain undecided, and the Transport Ministry
annouced only rough estimation for investment amount as follows:
Necessary investment costs: 1.2 billion yen（150 billion Rupiah）
As this project itself is a small project only to rennovate the airport, it is possible to finish the most
part of the process by Indonesian companies. However, by Japanese companies being involved from
the stage of master plan or basic design, it is possible to expand the project to develop airport city,
etc. In this case, Japanese companies would have opportunities to make master plan or to invest into
factory complex and logistic facilities in surrounding area.
5-5
5-6
5.2 Overview of Results for Preliminary Financial and
Economic Analysis
5.2.1 Economic analysis
5.2.1.1 Analysis method
As of November 2011, the details of the Sunda Strait Bridge construction project were yet to be
defined. The proposal for the construction area on Java Island itself had two plans. This large
infrastructure project also contains regional development sub-plans, like the development of
industrial parks and geothermal power plants, thus requiring an economic analysis to be
accomplished through an input-output evaluation, based on the input-output table of Indonesia. Also,
the characteristics of the construction area will be considered afterwards, based on the economic
situation and the industrial structure forecast, due to the regional input-output table of Banten and
Lampung provinces not available.
・ Input-output Table of Indonesia updated in 2008; BPS
・ Population 15 Years of Age and Above Working in the Main Industry (2005–2010); BPS
・ Lampung Dalam Angka 2010; Lampung Province
・ Banten Dalam Angka 2010; Banten Province
・ Trends of Selected Socio-economic Indicators of Indonesia 2009; BPS
・ Gross Domestic Product at Current Market Prices by Industrial Origin (2004–2010), BPS
5.2.1.2 Calculation of far-reaching effects
The final demand will be determined based on the Sunda Strait Bridge construction cost, regional
development cost, industrial park construction cost, and geothermal development cost. The induced
production value will also be estimated by the utilization of the input-output table. (The Sunda
Bridge’s construction cost of 2 trillion Japanese yen will be used for the current estimates, according to
the base case cost estimation of the study.)
(1) Calculation content
The production inducement effect and employment effect will be quantitatively calculated through the
input-output analysis.
1) Production inducement effect
The added value and the new production cost will be calculated based on the expenditures of
activities.
2) Employment effect
Employment increase corresponding to the new production cost will be calculated based on
employment coefficients.
(2) Calculation process
Consumption from the final demand (direct investment) will stimulate the intermediate demand.
5-7
Based on the input-output analysis, the primary and secondary effects as a result of the increase in
incomes and consumption can be calculated. The sum total of the direct, primary, and secondary
effects will be defined as the total effect.
5-8
Figure 5.2-1 Estimated Flow of Input-Output Analysis
Direct effect
【 Project Investment Cost： Sunda Strait bridge construction cost, etc.】
Regional Final Demand (direct investment)
×Input Coefficient 1
×Employee
×Value-added Ratio
Compensation Ratio
Raw Material Inducement Cost
Added Value Inducement Cost (direct)
(direct)
Employee Compensation Cost
×Self-sufficient Rate 2
Primary effect
Regional Demand Increase
Employee Compensation Cost
(primary)
(direct＋primary)
×Inverse Matrix
×Propensity to
Coefficient 3
Consume 6
Consumption Expenditure Increase
Production Inducement Cost 4
(primary)
×Value Added Ratio
×Employee
×Margin Adjustment
Compensation Ratio
Section Demand Increase
Added Value Inducement Cost 5
(producer price)
Employee Compensation Cost
Secondary effect
Production Inducement Cost
×Inverse Matrix Coefficient
(secondary)
×Value-added
×Self-sufficiency Rate
Regional Demand Increase
×Employee
Ratio Compensation Ratio
Added Value Inducement Cost
Employee Compensation Cost
5-9
(secondary)
1) Input Coefficient
The amount of raw material input sourced from various industries, divided by the amount of
production in selected industries, is called the factor of input coefficient. In other words, the input
coefficient shows the share of other industries in producing one unit of the product in each industry.
2) Self-sufficiency Rate
Rate indicating how much can be produced in a region.
3) Inverse Matrix Coefficient
Inverse matrix coefficient is the factor of the inter industry’s far-reaching effects. The factor shows
the amount of far-reaching effects when one unit of final demand is generated in selected industries.
4) Production Inducement Cost
Production value obtained from inverse matrix coefficient and the given final demand. Specifically,
the cost is the sum of the direct effect and the subsequent effects.
5) Added-value Inducement Cost
The portion of company profits and workers’ compensation within the production inducement cost.
6) Propensity to consume
The portion of consumption in income.
5.2.1.3 Calculation for far-reaching effects in the Provinces
(Project Location)
(1) Production inducement cost
This is calculated first by comparing the “primary effect” with the given direct investment costs (the
amount of regional final demand). Consumption and production is then induced from the production
inducement effect. The “secondary effect” is calculated from these figures. The “total effect” is
estimated from the sum of the direct, primary, and secondary effect.
(2) Added-value inducement cost
The added-value inducement cost is estimated within the production inducement cost. From the ratio
of added value and regional production, the value-added ratio is estimated. By multiplying the
production inducement cost and the value-added ratio, the added-value inducement cost can be
obtained.
(3) Regional revision in provinces (Project Location)
Since the IO table for both Banten and Lampung provinces were not available, the economic analysis
will be conducted using the IO table of the Indonesian national government. To consider the regional
environment, the revision of far-reaching effects will be conducted through comparisons of the GRDP
and the ratio of the industries.
5-10
5.2.2 Understanding the Project’s economic far-reaching effects
5.2.2.1 Understanding direct demand (investment)
This will be conducted by calculating the far-reaching effects from the given investment cost of 2
trillion Japanese yen, according to the bridge construction cost estimation of the study, and applying
the cost to Sector 52 (Construction sector). The calculation of the total cost is assumed using the
following elements: 1) Regional development, 2) Industrial park development cost, and 3) Geothermal
development, etc. In addition, the detailed analysis is conducted by categorizing the expenditures of
the project cost into specific sectors. However, this process will be omitted in this study.
5.2.2.2 Understanding far-reaching effects
(1) Production Inducement cost
The construction cost of the Sunda Strait Bridge is assumed to be 2 trillion Japanese yen (1 Japanese
yen will be assumed to be equal to 110 Rupiah). From this investment, domestic/regional demand is
induced, generating the “primary effect” worth 1.44 trillion Japanese yen. Then, consumption is
induced from the growth of compensation, and the “secondary effect” generates 1.15 trillion
Japanese yen.
As a result, the rate of the total effect (direct effect + primary effect + secondary effect) from the direct
investment will become 2.29.
Table5.2-1 Production Inducement Costs
Sunda Strait bridge
construction Cost
(billion yen)
Effect
Direct effect (direct investment)
2,000
Primary effect
1,438
Secondary effect
1,145
Total effect
4,584
(Source: Study team)
Based on the results of the analysis, the chain reaction and the impact on Sector 53 (Trade Sector) will
be quite large, reaching 115.8 billion Japanese yen. Additionally, the impact on Sector 21
(Wood/Timber Sector) will likewise be large, amounting to 30.6 billion Japanese yen in terms of total
effect, even though large infrastructure projects, such as the Sunda Strait Bridge, might not have a
great demand for timber, as compared to normal housing construction.
(2) Added-value inducement cost
Of the production inducement cost, the added-value inducement cost will be 726.1 billion Japanese
yen for the direct effect, 758.7 billion Japanese yen for the primary effect, and 582.3 billion Japanese
yen for the secondary effect.
5-11
Table5.2-2 Added-value Inducement Cost
Sunda Strait bridge construction
Effect
cost (billion yen)
Direct effect (direct investment)
726
Primary effect
758
Secondary effect
582
Total effect
2,067
(Source: Study team)
(3) Employment effect
The number of new jobs created from the bridge investment will be 238,884 people, as the direct effect.
The sum of direct effect and primary effect will be 746,162 people, while the overall effect (direct
effect + primary effect + secondary effect will be 1,366,890 people.
5-12
Figure 5.2-2 Far-reaching Effects (Sunda Strait Construction Bridge)(before regional revision)
(billion yen)
Direct Effect
【 Project Investment Cost: Sunda Strait bridge construction cost】
Regional Final Demand (direct) 2,000.0
Raw Material Inducement Cost
×Employee
×Value-added Ratio
×Input Coefficient
Compensation Ratio
Added Value Inducement Cost (direct)
Employee Compensation Cost
570.7
726.1
1,054.6
×Self-sufficiency Rate
Primary Effect
Regional Demand Increase
Employee Compensation Cost
1,179.2
906.5
×Inverse Matrix
×Propensity to
Coefficient
Consume
Consumption Expenditure Cost
Production Inducement Cost
742.9
1,438.7
×Value-added Ratio
×Employee
Compensation Ratio
Added Value Inducement Cost
758.7
Section Demand Increase
Employee Compensation Cost
608.5
Secondary effect
×Margin Adjustment
742.9
×Inverse Matrix
Production Inducement Cost
×Self-sufficiency Rate
Coefficient
1,145.6
Regional Demand Increase
×Employee
×Value-added Ratio Compensation Ratio
Added Value Inducement Cost
582.3
Employee Compensation Cost
476.0
5-13
687.5
5.2.2.3 Regional revision in Provinces (Project Location)
(1) Consideration of Provincial GRDP (GDP) per capita (Banten and Lampung Provinces)
The GRDP per capita and the population of Indonesia, Banten, and Lampung in 2008 are shown in
Table 5.2-3
Table 5.2-3 GDP (GRDP) per capita and population
2008
Indonesia
Banten
Lampung
Province
Province
GDP (GRDP)/capita(IDR’ 000)
21,678
12,757
10,078
Population (no. ‘000)
228,523
9,602
7,391
(Source: Trend of selected socio-economic indicators of Indonesia 2009. Banten Dalam Angka 2010.
Lampung Dalam Angka 2010)
Considering the provincial GRDP per capita, the amount of far-reaching effect will be 0.535 times as
large as the amount estimated in Section 5.2.2.2 (Understanding far-reaching effects).
(2) Consideration of the ratio of industrial sector
In addition, the number of workers in Indonesia, Banten and Lampung by industry (population 15
years and above) in 2008 is shown in Table 5.2-4
Table 5.2-4 Workforce by industry (2008)
(Unit: person)
Industry
Indonesia
Banten
Lampung
Agriculture, Forestry, Hunting and Fishery
42,689,635
813003
1,679,602
Manufacturing Industry
12,440,141
705831
186,842
Wholesale Trade, Retail Trade, Restaurants and Hotels
20,684,041
979,925
506,754
Community, Social, and Personal Services
12,778,154
528,869
90,163
641,267
237,421
3,668,895
2,700,782
Construction
4,733,679
Mining and Quarrying
1,062,309
Transportation, Storage, and Communications
6,013,947
Financing, Insurance, Real Estate and Business Services
1,440,042
Electricity, Gas, and Water
Total
207,909
102,049,857
(Source: Workforce 15 Years of Age and Over by Industry (2005–2010). Banten Dalam Angka 2010.
Lampung Dalam Angka 2010)
5-14
Figure 5.2-3 Ratio of industrial sector by area（ 2008）
(Source：Study Team)
The ratio of the industrial sector in the two provinces is calculated by multiplying the percentage of
each province from the total (considering the population) with that of the ratio of industrial sector. The
results of the calculation are shown in Table 5.2-5. For comparison, the sector population from the
national government of Indonesia are shown along with the figure.
Table 5.2-5 Ratio of Industrial Sector in two provinces (Banten/Lampung)（ 2008）
Area
Agriculture
Forestry,
Fishery
Manufacturing
Industry
Trade,
Restaurants,
Hotels
Communicati
on, Social
Services
Others
Two Provinces
39.5%
13.9%
23.3%
9.6%
13.7%
Indonesia
39.2%
14.0%
23.3%
9.7%
13.8%
(Source: Study Team)
In the table above, the ratio of the two provinces and that of Indonesia are quite similar. The estimates
might not differ from the consideration of the sector, but to add the regional characteristics, the figures
in Section 5.2-4 (Understanding far-reaching effects) will be revised by taking into account the figures
in Table 5.2-5
(3) Economic impact after regional revision (project location)
After considering the province’s GRDP per capita and the sector ratio, as the regional characteristics,
production inducement cost amounted to the figures shown in Table 5.2-6. The ratio of the total effect
(direct effect + primary effect + secondary effect) from the direct investment will be 1.69.
5-15
Table 5.2-6 Production Inducement Amount (billion yen)
Effect
Direct effect
Sunda Strait Bridge
Construction Cost
2,000
Primary effect
765
Secondary effect
610
Total effect
3,375
(Source: Study Team)
The number of new jobs created from the bridge investment(2 trillion yen) will be 238,894 people, as
gleaned from the direct effect. The sum of direct and primary effects will be equivalent to 486,447
people, while the overall effect (direct effect + primary effect + secondary effect) will be 809,164.
* According to the Indonesian government (2011), the number of jobs to be created from the projects
in the MP3EI would amount to nearly 9.6 million within the next two to three years. Calculating
the estimated costs from the construction of the Sunda Strait Bridge, job creation will be around
630,000.
* According to the Indonesian government (2011), the jobs created from a 1% growth of the GDP
would be around 450,000.
However, by promoting agriculture and rural development, infrastructure preparation, and
industrialization, along with the Sunda Strait bridge construction, Java’s and Sumatra’s economic
corridors will be linked and the region will have a labor-intensive industrialization. The changes in the
shares of industrial sectors in the past years in Indonesia are shown in Figure 5.2-4
Figure 5.2-4 Shares of Industrial Sectors in Indonesia（ 2004/2007）
(Source: Gross Domestic Product at Current Market Prices by Industrial Origin. BPS)
If regional development will be triggered by the Sunda Strait Bridge construction project and the
5-16
resultant economic growth and industrial transformation, the ratio of the total effect (direct effect +
primary effect + secondary effect) from the direct investment will be 1.93, which is higher than the
estimates mentioned earlier.
The number of new jobs created from the bridge investment will be 238,894 people, based on the
direct effect. The sum of direct effect and primary effect will amount to 654,294 people, and the
overall effect (direct effect + primary effect + secondary effect) will be 1,085,756 people.
(4) Economic ripple effect from regional development
As section 5.2.(1) shows, the economic ripple effect from the four regional development plans is
illustrated as followings;
Table 5.2-7 Production Inducement Amount (billion yen)
Effect
Sunda Strait bridge
construction cost
Direct effect
Sunda Strait Bridge +
Regional Development
2,000.0
2,057.6
Primary effect
765.3
787.5
Secondary effect
610.0
627.5
3,375.4
3,472.6
Total effect
(Source: Study Team)
As for the analysis above, only four regional development plans, which Japan has relative advantage
and will be able to highly contribute to the region, are taken into consideration. Other regional
development plans derived from the Sunda Strait Bridge development are not yet detailed. An
chosen initiator, based on the Presidential Regulation No.86 Year 2011, will conduct a feasibility study
for the bridge and surrounding regional development. After the feasibility study, more detailed
regional planning will be revealed and discussed.
5-17
5.2.3 Financial analysis
Financial internal rate of return (FIRR) was used to conduct financial analysis for the bridge itself.
5.2.3.1 Preconditions
Since this is a PPP project, we envisioned toll fare as project income and conducted financial review
from the perspective of a private business.
(1) Preconditions
Table 5.2-8 shows the preconditions of financial analyses.
Table 5.2-8 Preconditions
Project period
2013-2062
Construction period
2013-2023
Equity / Loan ratio
30% / 70%
Interest rate
2%
Repayment period
30 years
Depreciation
50 years
Corporate Tax
25%
(Source: Study Team)
(2) Amount of initial investment
Based on Table 5.1 -2, the following three cases are set.
Table 5.1-9：Amount of initial investment
Base case
Construction costs
2 trillion yen
Case-1
Case-2
（optimistic case）
（pessimistic case）
1.5 trillion yen
2.5 trillion yen
(3) Traffic demands
Traffic demands, the precondition of income from toll fees, are estimated as shown in Table 5.2-10
based on traffic forecasts in 3.2.3 (1) in consideration of the maximum traffic in three lanes each way.
5-18
Table 5.2-10：Forecast of traffic demands
Traffic
Year
(10,000
Traffic
Traffic
Year
cars a day)
(10,000
Year
cars a day)
(10,000
cars a
day）
2024
3.40
2037
6.80
2050
10.00
2025
3.50
2038
7.20
2051
10.00
2026
3.60
2039
7.60
2052
10.00
2027
3.70
2040
8.00
2053
10.00
2028
3.80
2041
8.40
2054
10.00
2029
3.90
2042
8.80
2055
10.00
2030
4.00
2043
9.20
2056
10.00
2031
4.40
2044
9.60
2057
10.00
2032
4.80
2045
10.00
2058
10.00
2033
5.20
2046
10.00
2059
10.00
2034
5.60
2047
10.00
2060
10.00
2035
6.20
2048
10.00
2061
10.00
2036
6.40
2049
10.00
2062
10.00
(Source: Study Team)
As can be seen, the ceiling of 100,000 cars a day is adopted for more realistic forecasts.
(4) Variable costs
Bridges require long-term maintenance, and maintenance costs tend to increase over time.
It is said
that the maintenance costs of structural objects requiring long-term maintenance, such as bridges, shall
be around 50% and 200% of the initial investment for the span of 50 years and 100 years, respectively.
In the present analyses, it is assumed that maintenance costs will increase by 0.04% every year. As a
result, the maintenance costs of the first year and the 50th year are 0% and 2.0% of the initial
investment, respectively.
(5) Assumed cases
In Indonesia, toll fees are around several hundred yen. With this, it is necessary to take into account
subsidies from the national governments, etc. to carry out the financial evaluation of public projects
with large expenditure, such as bridges and tunnels, on the assumption that projects will lead to public
benefits from economic ripple effect. Based on the Presidential decree（ No 86/2011） , the initiators
will estimate necessary subsidies by 2014 through their feasibility study. It is decided that the project
will be proposed upon the validation of the presumption that the project can be run as a PPP thanks to
governmental subsidies, income from the development right pertaining to the regional development of
the strategic areas, etc. At the moment, it is impossible to predict what kind of scheme will be
proposed because the initiators have just commenced discussion. Therefore, the present analyses
5-19
explore governmental subsidiaries and business income from the regional development planning of
the neighboring areas as comprehensive assistance funds.
As can be seen in Table 5.2-11, toll fees are set in 1,000 yen and 3,000 yen, and the ratios of assistance
funds to the initial investment (the amount of assistance funds divided by the total investment) are set
in four cases. The assistance fund ratio of 0% is the case in which there are no public subsidiaries and
income from the development right. As for other assistance fund ratios (25%/50%/75%), public
subsidiaries and income from the development right are expected in the amount equal to 25%, 50%, or
75% of the total investment.
Table 5.2-11 Case settings for financial analysis of bridge
Sensibility analysis
Supportive
capital ratio
1,000 yen
3,000 yen
Case-0
(Base case)
Case-1
(Optimistic case)
Case-2
(Pessimistic case)
0%
Case0-1000-0
Case1-1000-0
Case2-1000-0
25%
Case0-1000-25
Case1-1000-25
Case2-1000-25
50%
Case0-1000-50
Case1-1000-50
Case2-1000-50
75%
Case0-1000-75
Case1-1000-75
Case2-1000-75
0%
Case0-3000-0
Case1-3000-0
Case2-3000-0
25%
Case0-3000-25
Case1-3000-25
Case2-3000-25
50%
Case0-3000-50
Case1-3000-50
Case2-3000-50
75%
Case0-3000-75
Case1-3000-75
Case2-3000-75
(Source: Study Team)
5.2.3.2 Calculation results
As the results of financial analyses, the calculation results for Case 0-3000-0 are shown in
Appendix_A5_DCF. For individual cases, the results of the Project IRR are shown in Table 5.2-12.
5-20
Table 5.2-12 Results for financial analysis of bridge
Sensibility analysis
Toll fare
Supportive
capital ratio
Base case
Case-1
(Optimistic case)
Case-2
(Pessimistic case)
1,000 yen
0%
-2.24% (-)
-1.41% (-)
―
25%
-1.87% (-)
-0.86% (-)
―
50%
-1.20% (-)
0.10% (-)
―
75%
0.48% (-4.60%)
1.97% (2.48%)
―
0%
1.20% (0.50%)
2.15% (2.83%)
0.53%(-7.34%)
25%
2.00% (2.52%)
3.10% (4.59%)
1.22% (0.60%)
50%
3.34% (5.04%)
4.57% (7.29%)
2.41% (3.33%)
75%
6.08% (10.05%)
7.63% (12.71%)
4.92% (8.00%)
3,000 yen
*Project IRR based on DCF. Figures in parentheses are equity-base IRR
(Source: Study Team)
As shown by the results, even when assuming a cutoff rate of 5%, this project is only financially
feasible in cases, Case0-3000-75、 Case1-3000-75. Even for the investment amount shown in Case-1,
support capital of 50% or more is required for a toll fare of 3,000 yen.
Based on the above results, the following items must be reviewed in order to increase the feasibility of
the Sunda Strait Bridge.
・ Significant reduction in bridge construction costs.
・ A gratuitous loan from the government for bridge construction costs.
・ Restricted interest on interest-bearing support for bridge construction costs.
・ Apply profit from development in surrounding areas to repayment of bridge construction costs.
5-21
5-22
Chapter 6
Planned Project Schedule
Reproduction Prohibited
(1) General
In this project, stepwise development is suggested, assuming the timeline of surrounding
development plans, based on the project schedule of the bridge.
It takes a long time to construct a bridge. In the case of Akashi Bridge, which is one of the largest
bridges in the world, it took 11 years. In the case of Sunda Strait Bridge , it is difficult to estimate the
construction period, because we have not conducted the assessments of ground and tidal currents, etc.
for design and construction. In this survey, we referred to the case of Akashi Bridge.
As for the surrounding development plan, the first step is to improve the ports between Merak and
Bakauheni, which are essential for bridge construction. The second step is to develop airport cities
and industrial complexes along with the construction of the bridge, and improve transport
infrastructure. The third step is to develop energy resources like geothermal energy, etc. as energy
infrastructure.
(2) Master plan
As the construction of the Sunda Strait Bridge is a large-scale one, planning was formulated not only
for the construction of the bridge itself but also for regional development where the benefits of the
bridge contrcution can be used at maximum. Meanwhile, the following development themes have
been promoted for Sumatra and Java, which will be connected by the bridge. The project aims at
contributing to the realization of these development themes through the construction of the bridge
and the realization of regional development outlined in this Plan.
¾
Sumatra：The shortage of the infrastructure (roads, railways, ports, power generation) should be
solved so that local industries can be developed. Also, rich natural resources will be deployed.
¾
Java：The shortage of the infrastructure and regional discrepancy should be solved.
The following are the detailed explanations of stepwise development.
6-1
1) First step：
Augmentation of ports
As mentioned in (1), it took eleven years to complete the Akashi Strait Bridge. Supposed that similar
time span is necessary for the construction of the Sunda Straight Bridge, the augmentation of ports,
such as the renovation of the existing ports and the development of new ports, would be required to
cope with traffic demands during the construction period until the completion of the bridge. Also
needed are the port facilities for the logistic support of bridge construction work. With this, the
augmentation of the existing ports, as well as the commencement of the architecture of the Sunda
Strait Bridge, is considered as the first step. This Project will contribute to the development of the
infrastructure in Lampung and Banten and bring short-term benefits.
Fig 6-1： Development plan（ 1st step）
(Step1)
★ Revamping Port
Lampung
Jakarta
Banten
★ xxx
Proposed project
✔ xxx
Existing Project
6-2
2) Second step：Development of factory complex, airport city, and logistic infrastructure going with
construction of bridge
As mentioned in 3.5.4, the construction of the Sunda Strait Bridge requires the installation of tentative
large-scale facilities. For the effective deployment of these facilities, the development of the factory
complex centering on the locations of tentative facilities is considered as the second step. Also, the
development of an airport city, which integrates the renovation of the Bandar Lampung Airport into
the development of neighboring logistic facilities, is to be implemented as the second stage.
Furthermore, upon the construction of the Sunda Strait Bridge, the introduction of the toll way
between Lampung and Banten is proposed in the space planning of the both states. With this, the
development of the logistic infrastructure like this is also considered as the second step. In general,
upon the opening of a large-scale bridge, the so-called straw effect, whereby the merits of smaller
economic zones will be absorbed by those of larger economic zones, may take place. As
countermeasures against this effect, it is important to secure industrial growth in Lampung by
concurrently promoting the development of the factory complex, the airport city, and the logistic
infrastructure in Lampung.
Fig 6-2： Development plan （ 2nd step）
(Step2)
Logistics
✔ Toll Road
✔ Railway expansion
★ Industrial township for bridge
construction
★ Revamping Port
Lampung
✔ Upgrading Airport
★ Airport city
Jakarta
Banten
★ xxx
Proposed project
Logistics
✔ xxx
Existing Project
Energy & Resources
6-3
3) Third step：Energy development with deployment of natural resources
What is considered as third step is energy development in South Sumatra including Lampung,
whereby power will be generated with the deployment of biomass, geothermal energy, and coal,
particularly low-rank coal, which enables the creation of new industries that consume power a lot. The
energy development in South Sumatra will contribute to the development of the energy infrastructure
in Sumatra. In addition, it is expected that Java will also reap the fruits of energy development because
excessive power can be supplied to Java.
In Banten, meanwhile, urban development projects, such as smart cities or green cities, to avoid
over-concentration in Jakarta will be pursued. At the same time, the existing factory complexes will be
updated to energy-saving complexes, whereby loss of power can be reduced.
Fig 6-3： Development plan（ 3rd step）
6-4
4) Forth step：Completion of Sunda Strait Bridge
In the final stage, with which the above-mentioned first, second, and three steps are overlaid, the
integration of the Sumatra economic corridor and the Java economic corridor will be fortified with the
completion of the Sunda Strait Bridge.
Fig 6-4： Development plan （ Total picture）
6-5
(3) Schedule
The following shows the provisional schedules of individual projects related to the construction of
Sunda Strait Bridge and surrounding area development. However, individual projects in Lampung and
Banten that are already in the process of planning are excluded because the necessity of those projects
per se was already examined.
Fig.6-5: Project schedule
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026
Step 1
Step 2
Step 3
Step 4
Bridge
F/S *1
Design
Civil work
Tower
Cable
Installation
Operation
Area
development
Port
Industrial area*2
Airport *3
Road/Rail
Energy
City
development
: construction
: operation
*1 Feasibility study by initiators (including soil survey, etc.) and Basic architecture
*2 Developing industrial city based on temporally construction area.
*3 Renovation of Lampung Airport
(Source: Study Team)
6-6
Chapter 7
Implementing Organization in Indonesia and Its
Capacity for Implementation
Reproduction Prohibited
7.1 Outline of Organizations in Indonesia
7.1.1 Public (Government) Organizations
Sunda Strait Bridge Project is planned to be implemented through PPP (Public Private Partnership)
scheme. For public sector, both central government and local government are involved for which the
Coordinating Ministry for Economic Affairs is in charge of overall coordination and the Ministry of
Public Works is responsible mainly for technical matters.
Local government is involved in the
project by providing information and preparing legal base at local level.
Outline of concerned
agencies are summarized in the table below.
Institution
(1) Coordinating
Ministry for
Economic Affairs
(MENKO)
(2) National
Development
Planning Agency
(BAPPENAS)
(3) Ministry of Public
Works
(4)
Banten
province,
Lampung
province
Table 7-1: Role of Concerned Agencies
Section
Activity
Infrastructure and Regional
y Coordination of concerned
Development Coordination
agencies
y Preparation of regulation
(Presidential Regulation)
y Controlling and managing PPP,
Deputy for Facilities and
regulation and MoU
Infrastructure, Directorate of
Public Private Partnership
Development (PPP)
Directorate General of
y Working group activity
Highways (Bina Marga)
(data/information collection,
workshop/seminar, expert
invitation, study)
y Study/design (preliminary)
Directorate General of Spatial
y Preparation of spatial plan for
Management
strategic area for Sunda
Regional Development Planning
Agency （BAPPEDA）
y Establishment of committee (after
Presidential Regulation is
stipulated)
y Preparation of spatial plan
y Selection of strategic area and
examination of priority programs
y Coordination with central
government: information
provision, preparatory team
member
7.1.2 Private Sector (Pt. BSM)
Pt. BSM is a private consulting firm and is one of the initiators of Sunda Strait Bridge development.
Pt BSM was involved in original MoU (2004). Even though specific name of Pt BSM is not
mentioned as a member of consortium in the Presidential Regulation (No. 86/2011) prepared by
MENKO, Pt. BSM is practically acknowledged as a member, and plays a key role in implementation
7-1
of Sudan Strait Bridge. Particularly, Pt BSM is conducting lobbying activity to become “Initiator”
of the project based on the presidential regulation on PPP (No. 13/2010)
Pt. BSM is a company which affiliated with “Artha Graha Group” whose business covers from bank,
hotel, shopping center to tourism development, and is showing interest in developing the Sunda area.
For activity related to Sunda Strait Bridge development, Pt. BSM conducted Pre-F/S in 2009.
Presidential Regulation is prepared for implementation of specific projects which are designated as
national strategic interests and prepared based on concerned laws and government regulations.
7.2 Organization for the Project Implementation in Indonesia
7.2.1 Preparatory Work by Indonesian Side
Preparation of Sunda Strait Bridge project has been accelerated after MoU (No. 550/20-HUK-2004)
was signed between Banten province and Lampung province in December 2004 (the MoU was
extended in 2007 (630/31-HUK/2007) due to expiration of original MoU). For the national level,
National Teams for Preparation of Sunda Strait Bridge Construction was established by the
Presidential Regulation (No. 36/2009) and Secretariat and Working Group was established by
Ministerial Decree of MENKO (No. KEP 29/M.EKON/05/2010), then working group members were
selected by Ministerial Decree of PU (KepmenPU No. 584/KPTS/2010), and preparatory work has
stared actively.
Main activity for preparatory work is to collect information regarding bridge construction and regional
development conduct workshop and seminar, invite experts and conduct studies. Activity of this year,
however, is not active as before. It can be assumed that stakeholders are waiting for the new
framework to be instructed in the new Presidential Regulation for Implementation of Sunda Strait
Bridge. The Presidential Regulation concerning Development of Strategic Area and Infrastructure of
Sunda Strait was approved in December 2011 as No. 86/2011. Outline of the preparatory work is
summarized in the table below.
Table 7-2: Preparatory Work by Indonesian Side
Year
2004
Regulation, Activities
MoU between Banten province and Lampung province regarding Sunda Strait Bridge
Construction (No. 550/20-HUK-2004). Renewed in 2007
2008
Preparation of Presidential Regulation for National Team for preparation of Sunda Strait
Bridge construction
2009
Presidential Regulation for National Team for preparation of Sunda Strait Bridge
construction (Keppres 36/2009）was enacted
7-2
Year
2010
Regulation, Activities
y
y
y
2011
y
y
y
y
Ministerial Decree regarding Secretariat and Working Group of preparation of Sunda
Strait Bridge construction（Kepmenko No. KEP-29/M.EKON/05/2010）(MENKO)
was enacted
Ministerial Decree regarding members of Secretariat and Working Group in National
Teams of preparation of Sunda Strait Bridge construction was enacted
Workshop, seminar, information collection (mainly managed by Bina Marga, PU)
Preparation of implementation of Sunda Strait Bridge construction: Development
Board (Advisory/Implementing Board), Consortium, Support and Warranty
Preparation of Spatial Plan for strategic area for Sunda (mainly managed by DG
Spatial Planning, PU)
Workshop, seminar, information collection (mainly managed by Bina Marga, PU)
Presidential Regulation concerning Development of Strategic Area and Infrastructure
of Sunda Strait was approved in December 2011 as No. 86/2011)
7.2.2 Implementation Organization
According to Indonesian government, Sunda Strait Bridge project is expected to be implemented as
PPP scheme. Even though PPP scheme is applied, the government expects the private sector or
consortium to be responsible for core activities including survey/design, construction, and finance, so
the role of government is limited to management and provide fund for some parts of the project. Role
and responsibility between the public and the private sector is summarized below.
y
Public sector role: policy and strategy development, regulation preparation, consortium
management, plans approval, support finance (warranty, fund)
y
Private sector role: preparatory work for implementation (including F/S, basic design until
2014, cost is estimated to be US$150million), securing fund, report to development board
Based on the policy and conditions for implementation of Sunda Strait Bridge project, MENKO and
concerned institutions (BAPPENAS, PU) has prepared the Presidential Regulation for implementation,
whose objective is to “development of strategic area and infrastructure of Sunda Strait including
planning activity, construction implementation, operation and maintenance of the strategic area and
infrastructure of Sunda Strait, which instructs (i) government organization (Development Board), (ii)
Banten Lampung Consortium, (iii) BUKSISS (Badan Usaha Kawasan Strategis dan Infrastructure
Selat Sunda / Business Organization for Strategic Area and Infrastructure of Sunda Strait), and (iv)
Support and Warranty. Consortium member is composed of local government owned enterprises and
its associates, and acknowledged as “Project Initiator”.
Main activity is expected to be conducted by the Consortium, and after the Presidential Regulation is
approved, F/S will be conducted by the Consortium.
Outline of the Presidential Regulation is summarized in the table below.
7-3
Table 7-3: Outline of the Presidential Regulation
(prepared based on document provided by MENKIO)
Components
Organization
(Development Board)
Banten-Lampung
Consortium
Detail
Development Board is composed of Steering Committee and Implementation
Board
1. Steering Committee
(1) Staff
¾ Chairman: Coordinating Ministry of Economic Affairs
¾ Vice Chairman: Coordinating Ministry of Politics, Legal and
Security Affairs
¾ Daily Chairman: Minister of Public Works
¾ Vice Daily Chairman: Minister of Transportation
¾ Secretary: Vice Minister of Public Works
¾ Vice Secretary: Vice Minister of Transportation
¾ Members: concerned ministries and Banten province, Lampung
province (20 members)
(2) Scope of work :
¾ Establish national policies, direction and strategy
¾ Provide guidance for action to the Implementation Board
¾ Approve the Master Plan
¾ Determine BUMN and/or BUMD who will work with Banten –
Lampung Consortium
¾ Hold Steering Committee coordinating meeting regularly
¾ Submit report to the President
¾ Facilitating the transfer of the authorities
2. Implementation Board
(1) Staff
¾ Head
¾ Secretary
¾ Deputy of Planning and Control Division
¾ Deputy of Procurement Division
¾ Deputy of Technical Field
(2) Scope of work :
¾ Develop programs and define the settings
¾ Coordinate relevant institutions
¾ Accept and implement devolution of powers
¾ Facilitating one stop service for licensing
¾ Prepare and establish master plan and action plans
¾ Granting concession to BUKSISS (Badan Usaha Kawasan Strategis
dan Infrastructure Selat Sunda / Business Organization for Strategic
Area and Infrastructure of Sunda Strait)
¾ Supervise BUKSISS
¾ Planning for land acquisition
¾ Report the implementation to the President through the Advisory
Board periodically
¾ Develop board budget
y
Forming consortium: Banten province, Lampung province, state owned
corporation (BUMD)
y
F/S, managing basic design (procurement of consultant)
y
Criteria for Consortium
7-4
Components
Detail
Lead by the National Business Agency
Have adequate financial capability
Have the competence and experience of implementing large scale
projects
¾ Have ability to share payments and fund mobilization in national and
international scope
¾ Gaining the bank support
¾ Guarantee to complete the project
Procurement condition of BUKSISS
Responsibility and authority of BUKSISS
Government can provide support and warranty to the concession
Support can be a fiscal and non fiscal contribution
Warranty can be financial compensation
¾
¾
¾
BUKSISS
Support and Warranty
y
y
y
y
y
Fig. 7-1: Relations among Stakeholders
7.2.3 Position of Project Initiator in PPP Scheme
PPP in Indonesia is instructed in the Presidential Regulation on No. 67/2005. The Projects to be
implemented through PPP should secure suitability with national and regional development/sector
plan, spatial plan, inter-regional/inter-sector project, and social benefit. Types or sectors of the
project include, transportation, water resources development, sewerage, telecommunication,
electricity, gas/oil. In addition, risk management is mentioned, which includes fiscal and non fiscal
government support. Detail of risk management will be mentioned in the “Cooperation Agreement”.
7-5
Later the Presidential Regulation was revised by No. 13/2010 and No. 56/2011 in order to accelerate
infrastructure development by PPP. Main revision is to clarify the condition of unsolicited project
and favorable condition of initiator for public tender.
Conditions for solicited projects includes: (i) it is not included in the master plan of the relevant sector,
(ii) it is technically integrated with the master plan of the relevant sector, (iii) it is economically and
financially feasible, and (iv) it does not require Government Support in form of fiscal contribution.”
In addition, if the initiator conducts F/S, additional value is added for public tender for implementation,
compensation provided depending on the condition or the results of tender (detail is mentioned in
Chapter 9).
7.3 Review of Implementation Capability
7.3.1 Implementation Capability
Implementation capability is reviewed based on the interviews and document collected in Indonesia
for three aspects: technical aspect, financial aspect and operational aspect.
(1) Technical aspect
According to the Ministry of Public Works, comprehensive examination on Sunda Strait Bridge has
not been conducted. Main activities are limited to information collection, workshop/seminar, study
conducted individually.
In addition, survey necessary for construction (e.g. topography, soil) has
been conducted by the private sector in a limited scale so the quality may not be high enough to
satisfy requirement for design work.
From those activities, some information regarding bridge
construction and regional development is available but since comprehensive examination that is
specific to Sunda Strait Bridge has not been conducted, according to PU personnel, it is necessary
for technical and operational support.
(2) Financial aspect
Since Sunda Strait Bridge project is planned to be implemented through PPP scheme, cost for survey,
design, construction, has to be borne by the Consortium, which is one of the criteria mentioned in the
Presidential Regulation.
According to the information from BAPPENAS, public sector can provide
financial support but maximum is limited to 20% of the total construction cost, and cost of F/S and
DED is estimated to be about US$ 150 million and all cost has to be provided by the Consortium.
Cost of construction, on the other hand, is estimated to be 2 trillion yen (US$ 25 billion) and the
Consortium will be given right to develop Sunda area (or strategic area for Sunda), but it is difficult
to cover the construction cost from toll fee and development rights alone.
7-6
(3) Operational aspect
Role sharing between the public sector and the Consortium in general terms is instructed in the
Presidential Regulation. For the public sector responsibility as supervision of the project,
establishment of development board, its structure and members and securing budget for the activities
of the board, and regular reporting responsibility to the President are instructed.
For the consortium
responsibility, preparation for the project (feasibility study, basic design, implementation
organization, securing budget source, implementation mechanism and schedule) are instructed.
After the Presidential Regulation is approved, detail instruction is planned to be instructed by
another regulation and cooperation agreement for project implementation, through which operational
aspect and technical aspect (work items, schedule), and risk management will be defined.
In addition, operation of ferry has to be considered. For setting tariff on toll for the bridge, existence of
ferry becomes one of constraints. If ferry operation continues, demarcation between bridge and ferry
has to be examined in order to secure traffic volume of the bridge.
7-7
7-8
Chapter 8
Technical Advantages of Japanese Companies
Reproduction Prohibited
8.1 Bridges
(1) Global competency of Japanese companies and possibility of their winning of bids for target
project
Japanese firms’ advantages regarding bridges are significant. Through a large number of large bridge
projects, including the one for Akashi Strait Bridge, the world’s longest suspension bridge, Japanese
firms have the cutting-edge advanced bridge technologies for the planning, analysis, designing,
materials, construction, and management of cable-stayed and suspension bridges. Accordingly, the
potential of Japanese firms is considered high.
(2) Content and prices of major equipment and materials supplied from Japan
The materials that could be supplied from Japan are lightweight, high-strength steel cables (for
suspension bridges) and steel plates for bridges, which are produced with the Japanese latest
technology. The construction technologies for shortening a construction period include the base part
construction using caissons, antiwashout concrete, and the underwater placement method; prefab
towers, cable installation, and coating techniques. Japanese firms also have the
environmentally-friendly design, aseismic measures, and lifecycle-conscious operation and
maintenance, including the system for preventing the corrosion of the inner parts of cables, girders,
and towers using dry air.
(3) Activities for enhancement of possibilities of Japanese companies’ winning of orders
As for the activities of other countries, China, South Korea, Italy, France, and Denmark, etc. are
approaching the Indonesian government. In this circumstance, in order to use our technical advantages,
it is necessary for the public and private sectors to collaboratively appeal to the Indonesian
government and enlist continuous support from them such as the host by the Japanese government of
seminars selling Japan’s high-quality bridge construction technologies.
8.2 Ports
The following points can be considered Japanese companies’ strength in the port sector.
8.2.1 New ports
(1) Global competency of Japanese companies and possibility of their winning of bids for target
project
The targets of the project are regular port facilities. In previous projects, it was common for Japanese
companies, as well as Western consultants and construction companies, to be included. Recently,
however, with the enhancement of the competency of local companies in Indonesia, renovation can
be completed by local consultants and construction companies. Therefore, it seems that Japanese
companies are not so advantageous in terms of technologies.
(2) Content of major equipment and materials supplied from Japan
Port construction work does not require special equipment or materials, and all the materials can be
procured locally. With this, almost no merits can be obtained if materials are supplied from Japan
8-1
with transportation costs.
(3) Activities for enhancement of possibility of Japanese companies’ winning of orders
If a new port is constructed at once as part of tentative facilities during the extended construction
work going with the construction of the bridge, there are a lot of merits. Particularly, it is possible
that Japanese companies can maximize knowhow on tentative yards for the construction of
long-span bridges, the area of thier specialty.
With this, it is important to for the public and private sectors in Japan to collaboratively appeal to the
Indonesian government and to sell their technical strength in the construction of a bridge itself and
their advantage in tentative yards, as well as the scheme to convert tentative facilities into a factory
complex upon the completion of the construction of the bridge.
8.2.2 Ferries
(1) Global competency of Japanese companies and possibility of their winning of bids for target
project
From the fact that the majority of commercial ferries in service between Meark and Bakauheni are
second-hand Ro-Ro ships made in Japan, it can be considered that Japan has advantage in the
deployment of commercial ships.
(2) Content of major equipment and materials supplied from Japan
Indonesia seems to continue to eye not new ships but cheap, second-hand ships. However, there is
possibility that the introduction of second-hand ships will pose problems to the effective handling of
traffic demands until the completion of the bridge because there is gap between second-hand ships in
their sizes, capacity of loading cars, performance including navigation speeds, and ship conditions.
New ships are more desirable because their performance conditions are homogenous. With this, as
major equipment supplied from Japan, Japan-made ships with advanced energy-saving technology
can be considered.
(3) Activities for enhancement of possibility of Japanese companies’ winning of orders
For the supply of new Japanese ships reflecting our high-level shipbuilding technology, the use of
the grant aid scheme is considered to be realistic. This system, however, cannot be used for
Indonesia because it has already become unqualified as target nations of regular grant aids. As
mentioned in Chapter 3, Indonesian government officials pay attention only to the positive side of
the bridge construction and seem to be unaware of the negative byproducts, such as problem that if
appropriate measures are not be introduced, local ferry services, which compete with the bridge
service, will face danger of bankruptcy, not to mention that development investment until the
completion of the bridge will go to waste.
From this, it can be recommended that the public and private sector in Japan will cooperate to appeal
to the Indonesian government and to sell Japanese technologies by incorporating the following three
points into the bridge construction package: (i) the supply of new ships, (ii) surveys on the
8-2
development of the networks of long-distance ferries after the completion of the bridge, and (iii)
operational cooperation built on Japanese companies’ expertise and knowhow on the operations of
long-distance ferries.
8.3 Roads and Railways
(1) Global competence of Japanese companies and possibility of their winning of bids for target
project
In the road and railway sector, Japan is not so advantageous in terms of technology because the
planning, architecture, and construction of roads and rails are also possible in Indonesia. Japan,
however, can boast the high reliability of its roads featuring the state-of-the-art anti-seismic
technology, knowhow on operational and maintenance management for the minimization of
life-cycle costs, and safety equipment such as ATS (the automatic train stop system). Also, Japan
can offer support in terms of advanced technology, such as ITS (Intelligent Transport Systems), as
well as the development of commercial areas, such as highway rest areas, and urban development
near railways.
(2) Content and prices of major equipment and materials supplied from Japan
With the introduction of the ETC（electronic toll collection）system, the supply of ETC-related
equipment is expected. As for railways, with the introduction of the ATS, the supply of equipment
and materials combined with signal and communication facilities is expected.
(3) Activities for enhancement of possibility of Japanese companies’ winning of orders
ATS- and ETC-related facilities manufactured by Japanese companies have advantages in terms of
safety and performance. Overseas companies, on the contrary, are more competitive in terms of
prices. For the enhancement of possibility of Japanese companies’ winning of orders, it is necessary
not only to constantly sell high-level technical competence of Japanese companies but also to
promote the trainings of Indonesian personnel in charge of maintenance and management through
technical cooperation, etc. so that they will prioritize safety, as well as cost-effectiveness. Also,
Indonesian personnel should be informed that ATS- and ETC-related equipment can be effective
only with appropriate maintenance work. With this, it is recommended that the package shall include
maintenance work, as well as initial investment.
8.4 Regional Development
8.4.1 Urban development/ Factory complex
(1) Global competence of Japanese companies and possibility of their winning of bids for target
project
Japan’s advantages regarding development of urban cities and industrial cities are element
technologies of sensors, batteries, information systems, and optimum designs for the development of
advanced cities, such as SMART cities, eco cities, and airport cities.
(2) Content of major equipment and materials supplied from Japan
8-3
For planning and designing stages, Japanese firms have the know-how to design and optimize
integrated cities, such as SMART, eco, and airport cities, the technologies to dynamically simulate and
optimize distribution, and the know-how to minimize lifecycle costs considering operation and
management technologies. For industrial complexes, Japanese firms have the know-how to design and
optimize cities where industrial and residential areas are integrated, the technologies for advanced
control and optimal design with information systems, the know-how to optimize industrial complexes
(including utilities and materials) based on the energy-saving technology, the technologies to
dynamically simulate and optimize distribution, the know-how to minimize lifecycle costs
considering operation and management technologies, and the know-how for one-stop services
prioritizing customer services.
(3) Activities for enhancement of possibility of Japanese companies’ winning of orders
The fields of development of urban cities and industrial cities are considerably swayed by
development plans in each country, and so it is important to approach the country from the stage of a
master plan. When producing a master plan, it is necessary to approach the country under the private
initiative, and enlist assistance from the Japanese government.
8.4.2 Airport/ Airport city
(1) Global competence of Japanese companies and possibility of their winning of bids for target
project
Japan’s advantages regarding airports include the experience of developing many airports, the
know-how to operate airports for a long time, and the know-how for urban development integrating
surrounding areas.
(2) Content of major equipment and materials supplied from Japan
This project requires not only the technology for optimizing the entire airport, but also the
technologies for designing airport cities, energizing surrounding areas, optimizing the distribution
networks around the airport, operating and managing the airport, and minimizing lifecycle costs. Thus,
there are many areas where Japanese firms can contribute to designing and managing project.
(3) Activities for enhancement of possibility of Japanese companies’ winning of orders
In Indonesia, an airport will be developed based on PPP. In order to conduct the above-mentioned
large-scale project for an airport city, it is indispensable to produce a master plan considering
surrounding areas and enlist cooperation from not only Indonesia but also the Japanese government.
8.5 Energy
(1) Global competence of Japanese companies and possibility of their winning of bids for target
project
Japan’s advantages regarding energy are outstanding technologies in reliability, efficiency, and
energy-saving, including highly-efficient gas/steam turbines, efficient power generation systems,
including combined cycle and cogeneration systems, and optimal design and control technologies for
8-4
minimizing transmission loss. The utilization of these technologies would contribute to the
development of reliable power generation systems and transmission networks in Indonesia.
As for coal-using power generation, Japan has the unique technologies to reform low-rank coal. In
Indonesia, coal ash is recognized as a hazardous substance, and difficult to dispose of, and so coal
ash is not utilized there. Japan uses coal ash in the fields of cement, civil engineering, construction,
agriculture and forestry, etc. and has various technologies to utilize coal ash.
Japanese firms are competitive also in the field geothermal power generation. There is a high
possibility that Japanese firms will receive orders for the research and development of resources, the
construction of power plants, and the supply of power generators, as they have the technologies for
preventing corrosion and digging at high temperatures.
(2) Content and prices of major equipment and materials supplied from Japan
Japanese companies can boast their distinctive techniques for refining low-rank coal. The possible
benefits of these distinctive techniques include license fees, the winning of the all-in-one orders,
including the design of facilities, the supply of equipment, and installation work, and business
income. Also, Japan has a high share of geothermal power generation plants, and the supply of
power generation facilities is expected.
(3) Activities for enhancement of possibility of Japanese companies’ winning of orders
The utilization of low-rank coal is accompanied by risks in technological development, while
geothermal power generation is accompanied by risks in the development of underground resources.
In order to reduce these risks, it is necessary to conduct highly precise prior researches. We expect
cooperation in such researches from the Indonesian and Japanese governments.
8-5
8-6
Appendix
Reproduction Prohibited
Appendix A4:
Evaluation of Environmental and Social Impacts
Reproduction Prohibited
Note:
For explanation of legends, see Table A4-1.
Figure A4-1
Land Use Map, Banten Province, Republic of Indonesia
A4-1
Note:
For explanation of legends, see Table A4-1.
Figure A4-2
Source: Homepage of Ministry of Transportation, Indonesia, 2010
A4-2
①
②
③
④
⑤
⑥
⑦
⑧
⑨
⑩
⑪
⑫
⑬
⑭
⑮
⑰
Table A4-1
Explanation of Legends in Land Use Maps
Indonesian
English
Indonesian
Permukiman
?
Perkebuman
Plantation
Pertambangan
Mining
Pertanian Lahan Kering Agriculture field
Batas Provinsi
shrub
Pertanian Lahan Kering Agriculture field
Batas Kabupaten/Kota
& Belukar
shrub & scrub
Transmigrasi
Restrainment
Batas Kecamatan
Sawah
Rice field
Garis Tepi
Pantai/Pulau
Tambak
Fish pons
Sungai Dua Garis
Laban Terbuka
Field open
Garis Tepi Danau/Situ
Hutan Lahan Kering
Forest field shrub
Jalan Kereta Api
Primer
primer
Hutan Lahan Kering
Forest field shrub
Jalan Arteri
Sekudar
second
Hutan Mangrove
Forest mangrove
Jalan Kolektor
Sekudar
second
Hutan Tanaman
Forest plant
Jalan Lokal
Rawa Campur Belukar
Marsh mixed shrub
Jalan Tol
Savana
Savanna
Landas Pacu
Semak Belukar
Bush shrub
A4-3
English
Capital of province
Capital of region
Capital of district
Boundary provincial
Boundary of
country/town
Boundary
Line edge shore/island
River two line
Line edge lake/
Rail road
Local road
Toll road
①
②
③
④
⑤
Minister
of
Transportation
（MOT）
Expert Staffs
Transportation
Environmental Section
Transportation Section
Transportation
Regulation & Safety
Section
Transportation
Technology & Energy
Section
Transportation
Economics
&
Partnership Section
Vice
Minister
Inspector
General
Secretariat
General
Directorate
General of Land
Transportation
Directorate
General of Sea
Transportation
Head of
Education &
Training
Head of
Research &
Development
Director of
Traffic &
Railway
Transport
Directorate
General of Air
Transportation
Directorate
General of
Railways
(DGR)
Secretary
Director of
Technical
Infrastructures
Director of
Safety &
Technical
Facilities
Figure A4-3
Organization of Ministry of Transportation, Republic of Indonesia
(Source: Homepage of Ministry of Transportation, Indonesia, 2010)
A4-4
Minister
of Environment
（MENLH）
Expert Staffs
Secretary for Ministry
of Environment
Inspectorate
Bureau of
Planning &
Foreign
Cooperation
Deputy of
Environment
al Affairs
Deputy of
Environment
Control
Deputy of
Environmental
Damage Control
& Climate
Change
Deputy of
Management
B3, B3 Waste
& Garbage
Bureau
General
Deputy of
Environment
al Law
Compliance
Bureau of
Laws &
Public
Relation
Deputy of
Communication
Environmental
& Community
Empowerment
Deputy of Field Technical
Facilities and Environmental
Education & Capacity Building
Management
Center,
Echo-regional
Sumatra
(Source:
Bali and
Management Center,
Eco-regional Nustsra
Management
Center
Eco-regional
Sumapapua
Management
Center
Eco-regional
Java
Management
Center
Eco-regional
Kalimantan
Figure A4-4
Organization of Ministry of Environment, Republic of Indonesia
State Ministry of Environmental Regulation No. 16 Year 2010, Organization and
Management Work of Ministry of Environment, MOE 2110)
A4-5
Head
of
Regional Environmental Agency
(BLHD)
Secretariat
Program
& Budget
Personnel
Financial
Environmental
Laboratory
Sector of
Conservation &
Environmental
Arrangement
Conservation
&
Environmental
Restoration
Climate
Change
Mitigation
&
Adaptation
Planning
Environmental
Resource
Sector of Prevention &
Management of
Environmental Impacts of
Urban Energy Resource
AMDAL
Research &
Development
Sector of Pollution
Control and
Environmental
Sanitation
Urban Energy
Resources
Management
Environmental
Roles
General
Source
Pollution
Control
Activities
Habitat
Control &
Environmental
Sanitation
Management
of Waste
Resources and
Waste B3
Sector of
Enforcement of
Environmental
Laws
Environmental
Legal
Compliant
Facilities
Environmental
Legal
Compliant
Facilities
Environmental
Legal
Compliant
Facilities
Figure A4-5
Organization of Regional Environmental Agency (BPLHD) in DKI Jakarta, Republic of Indonesia)
(Source: Data and information available from the BPLHD in DKI Jakarta on Nov. 12, 2010)
A4-6
Table A4-2
Indonesian Ambient Air Quality Standards
No.
Parameter
Time1)
Maximum
Analysis Methods
Remarks
allowable limit
and Equipment
(ppm)
(μg/m3)
1. SO2
24 hr
0.10
260
Pararosanilin,
Spectrophotometer
2. CO
8 hr
20
2,260
NDIR 3) analyzer
3. NOx
24 hr
0.05
92.5
Salzman,
Spectrophotometer
4. O3
1 hr
0.19
200
Chemiliuminescent,
Spectrophotometer
5. Dust
24 hr
0.26
Gravimetric, Hi-Vol4)
6. Pb
24 hr
0.06
Gravimetric,
Extractive, Hi-Vol4),
Spectrophotometer
2)
7. H2S
30 min
0.03
42
Nessler,
Spectrophotometer
8. NH3
24 hr
2
1,360
Nessler,
Spectrophotometer
9. Hydrocarbons
3 hr
0.24
160
Flame ionization, Gas
chromatograph
Source: Degree of the State Minister of Environment on Guidelines for Establishment of Environmental
Quality Standards No.2 of 1988, Notes: 1) The time means a measurement time for averaging time and
measurement per hours by “geometric mean” calculation.; 2) Not applicable to areas containing natural
H2S.; 3) NDIR: Non-dispersive infrared; Hi-Vol: High volume sampling method
No.
Parameter
Table A4-3
Indonesian Water Quality Standards
Unit
Maximum Allowable Limits
1)
A
B2)
C3)
1.
2.
3.
4.
5.
I. Physical items
Odor
Soluble substances
Turbidity
Taste
Temperature
6.
7.
Color
Electric conductivity (25℃)
mg/ℓ
NTU6)
℃
TCU7)
μ
mho/c
m
D4)
None
1,000
5
No taste
Ambient
air temp.
∓ 3
15
-
1,000
Normal
water
temp.
-
1,000
Normal
water temp.
1,000
Normal water
temp.
-
2,250.
0.001
0.2
-
0.001
0.5
0.002
0.02
0.005
-
II. Chemical items
1.
2.
3.
a. Inorganic substances
Hg
Al
Free ammonia (NH3)
mg/ℓ
mg/ℓ
mg/ℓ
A4-7
No.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Parameter
As
Ba
Fe
Fluorides
B
Cd
Hardness (CaCO3)
Chloride
Free Chlorides（HClO，OCl）
Co
Cr6+
Mn
Na
Alkali salt
Ni
NO3NO2Ag
Dissolved oxygen (DO)
pH
Se
Zn
Cyanides
Sulfates
Sulfur compounds
hydrogen-sulfide
Absorption rate of Na
Cu
Pb
Carbon residue of sodium
carbonate
b. Organic substances
Aldrin, Dieldrin
Benzene
BHC
Benzo (a) pyrene
Chloroform extraction
Chlordane
Chloroform
2-4 D
DDT
Surfactants
1, 2- Dichloroethane
1.1- Dichloroethene
Endrins
Heptachlors,
Heptachlorepoxides
Unit
Maximum Allowable Limits
B2)
C3)
0.05
1
1
5
1.5
1.5
0.01
0.01
600
0.003
0.05
0.05
0.5
10
1.0
0.06
6
3
5-9
6-9
0.01
0.05
5
0.02
0.1
0.02
400
0.1
0.002
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
A1)
0.05
1.0
0.3
0.5
0.005
500
250
0.05
0.1
200
10
1.0
0.05
6.5 – 8.5
0.01
5
0.1
400
0.05
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
1.0
0.05
-
1.0
0.1
-
0.02
0.03
-
18
0.2
1
1.25 – 2.50
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
mg/ℓ
0.0007
0.01
0.0001
0.0003
0.03
0.1
0.03
0.5
0.01
0.0003
0.003
0.017
0.5
0.003
0.042
0.001
0.018
0.21
0.002
0.004
-
-
A4-8
D4)
1
1
0.01
0.2
1
2
60
0.5
5–9
0.05
2
-
-
No.
15.
16.
17.
18.
19.
20.
Parameter
Unit
A1)
0.00001
0.004
0.03
-
Maximum Allowable Limits
B2)
C3)
0.056
0.035
0.5
0.2
Nil
1
0.1
0.1
D4)
-
Hexachlorphenol
mg/ℓ
Lindane
mg/ℓ
Methoxychlor
mg/ℓ
Methylene blue
mg/ℓ
Oils
mg/ℓ
Organic
phosphorus
，
mg/ℓ
Carbonates
21. Penta-chloro-phenols
0.01
mg/ℓ
22. Phenols
0.002
mg/ℓ
23. All pesticides
0.1
mg/ℓ
24. 2,4,6- Trichlorophenol
0.01
mg/ℓ
25. Organic matters (KMnO4)
10
mg/ℓ
III. Microbiological
1.
Fecal coliform
0
2,000
mg/ℓ
2.
Total coliform
3
10,000
mg/ℓ
IV. Radioactive
1
0.1
0.1
0.1
0.1
Totalαray
Bq/ℓ
2
1.0
1.0
1.0
1.0
Totalβray
Bq/ℓ
Source: Appendix 1 to 4, Government Regulation on the Control of Water Pollution No. 20 of 1990. Notes:
1) Drinkable water; 2) Raw water for drinking water; 3) Applicable to fisheries industries and livestock
farming; 4) Applicable to agriculture, industrial waters, hydropower, etc.; 5) Heavy metals: Soluble metals
in water.;
6) NTU: Nephelometric Turbidity Units; 7) TCU: True Color Unit
Table A4-4
Indonesian Noise Standards
No.
Classification of Areas
Allowable Limit
(dB(A))
a. Area usage
1. Housing and settlements
55
2. Trade and services
70
3. Trade offices and trade
65
4. Green open spaces
50
5. Industrial areas
70
6. Governance and public facilities
60
7. Recreation areas
70
8. Special - Airport
- Railway station
- Port and harbor
70
- Heritage
60
b. Activity area
1. Hospitals or the like
55
2. Schools or the like
55
3. Places of workshops or the like
55
Source: KEP-48/MENLH/11/1996
A4-9
Remarks
Table A4-5
Indonesian Vibration Standards for Human Health
Frequency
Vibration Level
(Hz)
(Displacement 10-6 m)
Not
Disturbing
Not
Causes
disturbing
Comfortable
sickness
4.0
100 – 500
500 – 1,000
‹100
›1,000
5.0
80 – 350
350 – 1,000
‹80
›1,000
6.3
70
-275
275
–
1,000
‹70
›1,000
8.0
50 - 160
160 – 500
‹50
›500
10.0
37
–
120
120
–
300
‹37
›300
12.5
32 - 90
90 – 220
‹32
›220
16.0
25
–
60
60
–
120
‹25
›120
20.0
20 - 40
40 – 85
‹20
›85
25.0
17
30
30
–
50
‹17
›50
31.5
12 – 20
20 – 30
‹12
›30
40.0
9 – 15
15 – 20
‹9
›20
50.0
8 -12
12 – 15
‹8
›15
63.0
6-9
9 – 12
‹6
›12
Source: KEP-49/MENLH/11/1996
Remarks
Table A4-6
Indonesian Vibration Standards for Buildings
Frequency
Vibration Level
Remarks
(Hz)
(mm/s (Peak))
Category
Category
Category
Category
A1)
B2)
C3)
D4)
4.0
2.0– 27
27 – 140
‹2.0
›140
5.0
7.5– 25
25 – 130
‹7.5
›130
6.3
7.0 – 21
21 – 110
‹7.0
›110
8.0
6.0 – 19
19 – 100
‹6.0
›100
10.0
5.2 – 16
16 – 90
‹5.2
›90
12.5
4.8
15
15
–
80
‹4.8
›80
16.0
4.0 – 14
14 – 70
‹4.0
›70
20.0
3.8
–
12
12
–
67
‹3.8
›67
25.0
3.2 – 10
10 – 60
‹3.2
›60
31.5
3.0
–
9
9
–
53
‹3.0
›53
40.0
2.0– 8
8 – 50
‹2.0
›50
50.0
1.0 - 7
7 – 42
‹1.0
›42
Source: KEP-49/MENLH/11/1996, Notes: 1) Not cause damage to buildings; 2) May cause cracks in
plaster; 3) May cause damage to load-bearing wall structures; 4) May damage to wall bearers.
A4-10
Table A4-7
Indonesian Exhaust Gas Emission Standards in Other Industries
No.
Parameter
Maximum limit
Remarks
2000～
(mg/m3)
1.
Ammonia
0.5
2.
Chlorine gas
10
3.
Hydrogen chloride
5
4.
Hydrogen fluoride
10
5.
Nitrogen oxide
1,000
6.
Opacity
35%
7.
Dust
350
8.
Sulfur dioxide
800
9.
Reducing sulfur
35
Source: Appendix 1A to 5A and 1B to 5B, Decree of the State Minister of Environment on Emission
Standards for Stationary Sources No. 13 of 1995, Note: The volume of exhaust gas is a dry volume at
25℃ and 1 atm..
TableA4-8
Effluent Discharge Standards by Indonesian Local and National Governments
No.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
Parameter
Temperature
pH
SS
DSS
Color 8)
BOD
CODCr
Cu
Zn
Fe
T-Cr
Cr+6
Mn
Ni
T-CN
Cd
Pb
T-Hg
Ba
Sn
As
Se
Co
H2S
F
(℃)
West Java
Province
Industrial
Estates
A 6)
B 7)
35
38
6–9
6-9
300
200
1,000 2,000
300
300
500
300
800
500
0.5
2
5
5
5
5
0.5
0.1
0.1
0.5
2
0.1
0.2
0.02
0.05
0.01
0.05
0.1
0.1
0.005 0.002
2
0.05
2
0.05
0.1
0.01
0.05
0.4
0.01
0.05
1.5
2
Indonesian
National 2)
Classification
I 3)
38
6-9
200
2,000
50
100
2
5
5
0.5
0.1
2
0.2
0.05
0.05
0.1
0.002
2
0.1
0.05
0.4
0.05
2
II 4)
38
6–9
400
4,000
150
300
3
10
10
1
0.5
5
0.5
0.5
0.1
1
0.005
3
0.5
0.5
0.6
0.1
3
A4-11
Reference
(Japanese
National)
5.8 – 8.6
200
160
160 9)
3
5
10
2
0.5
10
1.0
0.1
0.1
0.005
15
(Unit: mg/ℓ)
Remarks
No.
Parameter
West Java
Indonesian
Reference
Remarks
Province
National 2)
(Japanese
National)
Industrial
Classification
Estates
A 6)
B 7)
I 3)
II 4)
26.
Cl2
1
1
1
2
27.
Cl
600
28.
SO42400
29.
Hex. Ex 10)
10
5
5
10
5
30.
Hex. Ex 11)
10
10
10
50
30
31.
Phenol
0.002
0.5
0.5
1
5
32.
Organics12)
33.
NH3-N
0.5
1
1
5
34.
NO3-N
10
20
35.
NO2-H
1
1
36.
T-N
120
37.
B.M.A. 13)
0.5
5
38
PO4
39.
P
16
Source: Decree of the Office of the Prime Minister which stipulates effluent standards in (Appendix Table-1,
No. 53, 1993 and Appendix Table-2, No. 40, 1993);
Notes: 1) （Blanked）; 2) The Decree of the State
Minister of Environment which stipulates factory effluent standards (KEP-51/MENLH/10/95, Oct. 23, 1993);
3) Applicable to factories with advanced effluent treatment equipment; 4) Applicable to factories with simple
effluent treatment equipment.; 5) （ Blanked ） ; 6) West Java Province Governor’s Circular No.
660.31/SK/694-BKPMD/83, May 26, 1982; 7) West Java Province Governor’s Circular No. 16/1997, Mar. 20,
1977 “Waste Water Standard Requirements for Industrial Activities”; 8) Department of Health No.
416/MENKES/IX/1990; 9) The COD is a value measured by potassium permanganate as an oxidant; 10)
Mineral oil; 11) Organic substances; 12) Measured by permanganate; 13) Blue methyl active compounds
A4-12
Appendix A5:
Result of financial analysis
Case0-3000-0
Reproduction Prohibited