Academic paper to support npmp decree

TECHNICAL PAPER TO SUPPORT NPMP DECREE

ACADEMIC PAPER TO SUPPORT NATIONAL PORT MASTER PLAN DECREE

CREATING AN EFFICIENT, COMPETITIVE, AND RESPONSIVE

PORT SYSTEM FOR INDONESIA

January 2012


Indonesia Infrastructure Initiative This document has been published by the Indonesia Infrastructure Initiative (IndII), an Australian Government funded project designed to promote economic growth in Indonesia by enhancing the relevance, quality and quantum of infrastructure investment.

The views expressed in this report do not necessarily reflect the views of the Australian Indonesian Partnership or the Australian Government. Please direct any comments or questions to the IndII Director, tel. +62 (21) 230-6063, fax +62 (21) 3190-2994. Website: www.indii.co.id.

Acknowledgements This report has been prepared by Nathan Associates Inc. (Dr. Paul Kent, Mr. Richard Blankfeld) assisted by national consultants (Prof. Sudjanadi, Hidayat Mao, SH, DR. Russ Bona Frazila, and Ir. Budiyono Doel Rachman MSc.) and with invaluable support from the IndII office manager (Desi Rahmawati, SE), who was engaged under the Indonesia Infrastructure Initiative (IndII), funded by AusAID, as part of the Activity #244.

We would like to extend gratitude to Coordinating Ministry of Economic Affairs, Bappenas, Ministry of Transport, Ministry of Finance, Ministry of State Own Enterprise, Pelindo 1-4, Tanjung Priok and Tanjung Perak Port Authorities, INSA, KPPU and NPMP Counterpart Team for their highly support and valuable informations.

Thanks should also go to David Ray (IndII Facility Director), David Shelley (IndII Technical Director Transport) for their support and valuable inputs.

The support provided by Efi Novara Nefiadi, IndII Sr. Transport Program Officer, is gratefully acknowledged. Any errors of fact or interpretation are solely those of the author.

Dr Paul Kent Nathan Associates Inc. Jakarta, 12 January 2012


ACRONYMS

ADB Asian Development Bank APPI Asosiasi Produsen Pupuk Indonesia (Indonesian Fertilizer Association) BPS Badan Pusat Statistic ( Statistic Indonesia) COMTRADE Commodity Trade Statistic Database CPO crude palm oil CY container yard DGST Directorate General of Sea Transportation DWA David Wignall Associates DWT dead weight tonnage EIA Energy International Statistic FFB fresh fruit bunches GDP gross domestic product GoI Government of Indonesia GR 16 Government Regulation No. 61 of 2009 HP horsepower ICT Information and Communication Technology IEDC Indonesia Economic Development Corridor IFC International Finance Corporation IMF International Monetary Fund ISPS International Ship and Port Security Code JICA Japan International Cooperation Agency JICT Jakarta International Container Terminal KPPU Commission for the Supervision of Business Competition Law Law on Shipping No. 17 of 2008 MENPAN Ministry os State Administrative Reform MoT Ministry of Transportation MP3EI Masterplan Percepatan dan Perluasan Pembangunan Indonesia (The

Masterplan for Acceleration and Expansion of Indonesia Economic Development)

NPK nitrogen phosphorous and potassium NPMP National Port Master Plan OPEC Organization of Petroleum Exporting Countries PA(s) Port Authority(ies) PBEs Port Business Entities PELINDO Pelabuhan Indonesia (Port Management State Owned Enterprise) PERUMPEL Perusahaan Umum Pelabuhan PMU(s) Port Management Unit(s) PR 67 Presidential Regulation No 67 of 2005 PT IIF PT Indonesia Infrastructure Finance PT SMI PT Sarana Multi Infrastruktur RTG Rubber Tired Gantry Crane SEZ Special Economic Zone SISTRANAS Sistem Transportasi Nasional (National Transport System) TEU twenty foot equivalent units TR Technical Report on Development of National Port Master Plan


Contents

Chapter 1. Introduction ......................................................................................................... 1

Chapter 2. National Port Policy .............................................................................................. 4 2.1 Introduction .................................................................................................................... 4 2.2 Background ..................................................................................................................... 5 2.3 Indonesia’s Need for Integrated Port Policy ..................................................................... 7 2.4 Legal Context................................................................................................................... 8 2.5 Port Sector Vision and Goals ............................................................................................ 8 2.6 Port Policy Formulation, Implementation and Review.................................................... 10

2.6.1 Critical Issues........................................................................................................ 10 2.6.2 Policy ................................................................................................................... 11

2.7 Integrated Planning, Facilitation and Performance Monitoring ...................................... 11 2.7.1 Critical Issues........................................................................................................ 11 2.7.2 Policy ................................................................................................................... 13

2.8 Tariff Regulation ............................................................................................................ 14 2.8.1 Critical Issues........................................................................................................ 14 2.8.2 Tariffs ................................................................................................................... 14 2.8.3 Service Agreements .............................................................................................. 15 2.8.4 Rights of Explanation and Objection ..................................................................... 16 2.8.5 Policy ................................................................................................................... 17

2.9 Promoting Port Sector Competition ............................................................................... 17 2.9.1 Critical Issues........................................................................................................ 17 2.9.2 Complaints Procedure .......................................................................................... 18 2.9.3 Policy ................................................................................................................... 19

2.10 Enhance Labor Competitiveness .................................................................................. 19 2.10.1 Critical Issues...................................................................................................... 19 2.10.2 Policy ................................................................................................................. 20

2.11 Supporting Effective Port Safety Regulation ................................................................. 21 2.11.1 Critical Issues...................................................................................................... 21 2.11.2 Policy ................................................................................................................. 21

2.12 Supporting Effective Environmental Regulation ........................................................... 21 2.12.1 Critical Issues...................................................................................................... 21 2.12.2 Policy ................................................................................................................. 22

Chapter 3. Analysis of Port Traffic and Current Performance ............................................... 23 3.1 Approach and Data Sources ........................................................................................... 23

3.1.1 DGST Shipping Data Sets ...................................................................................... 23 3.1.2 Pelindo Port Data ................................................................................................. 24 3.1.3 Data from Other Recent Studies of Indonesian Ports ............................................ 24

3.2 Indonesian Port Traffic 1999-2009 ................................................................................. 24 3.2.1 Indonesian Port Traffic in 2009 ............................................................................. 27

Chapter 4. Forecast of Indonesian Port Traffic ..................................................................... 39 4.1 Approach....................................................................................................................... 39 4.2 Containers ..................................................................................................................... 39

4.2.1 Forecast of International Container Flows ............................................................ 39 4.2.2 Forecast of Domestic Container Flows .................................................................. 42

4.3 Other Cargo Types and Commodity Groups ................................................................... 47 4.3.1 General Cargo ...................................................................................................... 47


4.3.2 Dry Bulk ............................................................................................................... 47 4.3.3 Liquid Bulk............................................................................................................ 52

4.4 Alternative Traffic Scenarios .......................................................................................... 54 4.5 Implications of Indonesian Port Traffic Forecast for 2009-2030...................................... 58

Chapter 5. Port Location and Development Plan ................................................................. 60 5.1 Approach and Methodology .......................................................................................... 60 5.2 Port Facilities and Capacity Assessment ......................................................................... 60

5.2.1 Container and General Cargo Port Facilities .......................................................... 61 5.3 Strategic Port Development Plan Identified by Government and Pelindos ..................... 73 5.4 National Port Development Plan.................................................................................... 80

5.4.1 Unit Investment Costs .......................................................................................... 80 5.4.2 Investment Requirements .................................................................................... 82

5.5 Port Sector Financing ..................................................................................................... 82 5.5.1. Conditions for Attracting Private Sector Investment in Ports ............................... 85 5.5.2. Indonesia’s Legal Framework for Private Sector Investment in Ports ................... 87 5.5.3. Framework of Government Support and Guarantee ............................................ 89 5.5.4. Possible Sources of Funding for Public Sector Investment .................................... 91

Chapter 6. Legal, Regulatory and Administrative Actions Needed ........................................ 93 6.1 Subsidiary Regulations under the Law on Shipping ........................................................ 93 6.2 Subsidiary Regulations Required under Government Regulation on Port Affairs ............ 93 6.3 Policy Actions ................................................................................................................ 93 6.4 Short-Term Initiatives for Facilitating Policy Implementation ......................................... 96 LIST OF TABLES

Table 3-1 Indonesian Port Traffic by Trade Flow and Cargo Type, 1999 and 2009 ................ 25

Table 3-2 Indonesian Port Traffic by Trade Flow and Cargo Type and Principal Commodity, 2009 ................................................................................................................................... 28

Table 3-3 Indonesian Top 50 Ports for Container Traffic by Trade Flow, 2009 ..................... 31

Table 3-4 Indonesian Main Ports for Containers, Selected Years, 1990-2009 ....................... 33

Table 4-1 Regression Equation and Statistics for Forecast of Indonesian International Container Traffic ................................................................................................................. 40

Table 4-2 Projected GDP Growth for Selected Regions and Countries, 2011-2030 ............... 41

Table 4-3 Base Case Forecast of International Container ..................................................... 42

Table 4-4 Characteristics of Container Traffic at JICT, 2000-2009 ......................................... 42

Table 4-5 Regression Equation and Statistics for Forecast of Indonesian Domestic Container Traffic ................................................................................................................................. 43

Table 4-6 Base Case Forecast of Domestic Container Traffic at Indonesian Ports ................. 45

Table 4-7 Characteristics of Container Traffic at Pelindo II Ports excluding JICT, 2000-2009 . 45

Table 4-8 Base Case Forecast of Total Cargo Handled at Indonesian Ports, 2009-2030 ........ 48

Table 4-9 Indonesian Fertilizer Plants and Annual Capacity.................................................. 51

Table 4-10 GDP Growth Assumptions for Alternative Traffic Scenarios, 2010-2030 .............. 54

Table 4-11 Indonesian Container Traffic under Alternative Growth Scenario, 2009-2030 ..... 55

Table 4-12 High Growth Scenario Forecast of Total Cargo Handled at Indonesian Ports, 2009-2030.................................................................................................................................... 57


Table 4-13 Low Growth Scenario Forecast of Total Cargo Handled at Indonesian Ports, 2009-2030.................................................................................................................................... 58

Table 5-1 Container and General Cargo Berth Facilities at Selected Indonesian Ports, 2011 62

Table 5-2 General Cargo and Container Traffic Forecast at Main Indonesian Container Ports, 2009-2030 (Base Scenario) .................................................................................................. 63

Table 5-3 Container Terminal Berth Capacity Indicators, 2009-2025 .................................... 66

Table 5-4 Assumed Indonesian Port Productivity Factors by Type of Facility, 2009-2030...... 67

Table 5-5 Capacity Analysis for Main Indonesian Container Ports, 2009 ............................... 68




Table 5-9 Range of Unit Cost Estimates for Container Terminal Development and Construction ...................................................................................................................... 80

Table 5-10 Unit Investment Cost for Indonesian Container Terminal Development ............. 81

Table 5-11 Port Sector Investment by Economic Corridor and Port Facility 2011-2030 and Total 2011-2030 ................................................................................................................. 83

Table 5-12 Indicative Funding Requirements by Private and Public Sector for Development of Port Facilities, 2011-2030 .................................................................................................... 85

Table 6-1 Regulatory Mandates for the Ministry in Shipping Law No. 17 of 2008 ................. 94

Table 6-2 Scope of Government Regulation No. 61 of 2009 ................................................. 94

Table 6-3 Actions for Policy Implementation ....................................................................... 95

Table 6-4 Near-term Initiatives for Facilitating Policy Implementation ................................. 96

LIST OF FIGURES

Figure 1-1 NPMP within MP3EI Framework ........................................................................... 2

Figure 1-2 NPMP Frameworks ............................................................................................... 3

Figure 2-1 Guidelines for Anti-Competitive Pricing Behavior ................................................ 16

Figure 2-2 Criteria for Assessing Anti-Competitive Behavior ................................................ 18

Figure 3-1 Indonesian Port Traffic by Trade Flow and Cargo Type, 1999 and 2009 ............... 26

Figure 3-2 Indonesian Port Traffic by Trade Flow and Cargo Type, 2009 .............................. 27

Figure 3-3 Indonesian Top 50 Ports for Total Traffic by Trade Flow, 2009 ........................... 29

Figure 3-4 Indonesian Top 50 Ports for Total Traffic by Cargo Type, 2009 ............................ 30

Figure 3-5 Indonesian Main Ports for Containers, Selected Years, 1990-2009 ...................... 34

Figure 3-6 Major International Trade Flows for Indonesia Container Traffic 2009 ................ 35

Figure 3-7 Major Domestic Trade Flows for Indonesia Container Traffic 2009 ...................... 35

Figure 3-8 Major International Trade Flows for Indonesia General Cargo Traffic, 2009 ........ 36

Figure 3-9 Major Domestic Trade Flows for Indonesia Container Cargo Traffic, 2009 ........... 36

Figure 3-10 Major International Trade Flows for Indonesia Dry Bulk Cargo 2009 ................. 37

Figure 3-11 Major Domestic Trade Flows for Indonesia Dry Bulk Cargo 2009 ....................... 37

Figure 3-12 Major International Trade Flows for Indonesia Liquid Bulk Cargo 2009 ............ 38

Figure 3-13 Domestic Trade Flows for Indonesia Liquid Bulk Cargo 2009 ............................. 38

Figure 4-1 General Approach for Traffic Forecast................................................................. 39


Figure 4-2 Indonesian Base Case Container Forecast for Domestic and International Trade, 2009-2030 .......................................................................................................................... 45

Figure 4-3 Indonesian Coal Production, Exports and Domestic Consumption, 1996-2010 .... 49

Figure 4-4 Indonesian Urea Plants and Annual Capacity, 2010 ............................................. 51

Figure 4-5 Indonesian Crude Oil Production and Consumption, 1999-2009 .......................... 52

Figure 4-6 Forecast of Indonesian Total Container Traffic under Alternative Growth Scenarios, 2015-2030 ......................................................................................................... 56

Figure 4-7 Forecast of Total Indonesian Port Traffic by Cargo Type Under Alternative Growth Scenarios, 2015-2030 ......................................................................................................... 56

Figure 5-1 Investment Requirement Methodology .............................................................. 61

Figure 5-2 Location and Forecasted Container Traffic at Main Indonesian Container Ports, 2009-2030 ........................................................................................................................... 64

Figure 5-3 Sumatra Economic Development Corridor: Port Planning Parameters and Strategies through 2030 ...................................................................................................... 74

Figure 5-4 Java Economic Development Corridor: Port Planning Parameters and Strategies through 2030 ...................................................................................................................... 75

Figure 5-5 Kalimantan Economic Development Corridor: Port Planning Parameters and Strategies through 2030 ...................................................................................................... 76

Figure 5-6 Bali and Nusa Tenggaraa Economic Development Corridor: Port Planning Parameters and Strategies through 2030 ............................................................................ 77

Figure 5-7 Sulawesi Economic Development Corridor: Port Planning Parameters and Strategies through 2030 ...................................................................................................... 78

Figure 5-8 Papua – Kepulauan Maluku Economic Development Corridor: Port Planning Parameters and Strategies through 2030 ............................................................................ 79

Figure 5-9 Port Sector Investment by Economic Corridor and Period ................................... 84

Figure 5-10 Port Sector Investment by Economic Corridor and Type of Port Facility 2011-2030.................................................................................................................................... 84

LIST OF APPENDICES

Appendix A-1 Port Hierarchy ............................................................................................... 99

Appendix B-1 Strategic Ports within Sumatra Economic Corridor ....................................... 131

Appendix B-2 Strategic Ports within Java Economic Corridor ............................................. 131

Appendix B-3 Strategic Ports within Kalimantan Economic Corridor ................................. 132

Appendix B-4 Strategic Ports within Sulawesi Economic Corridor ...................................... 132

Appendix B-5 Strategic Ports within Bali –Nusa Tenggara Economic Corridor.................... 133

Appendix B-6 Strategic Ports within Papua – Kepulauan Maluku Economic Corridor.......... 133

Appendix C-1 Port Physical Development Plan by Economic Corridor and Type of Port Facilities, 2011-2030 ......................................................................................................... 135

Appendix C-2 Port Sector Investment by Economic Corridor and Type of Facility, 2011-2030 ......................................................................................................................................... 143


1

An efficient, competitive, and responsive port system that fully supports international domestic trade and promotes economic growth and regional development.

Chapter 1. Introduction

As a nation whose economic growth is heavily dependent on ports, the efficient functioning of Indonesia’s ports is a top priority. Shipping Law No. 17 of 2008 helps advance that priority by addressing critical issues of port efficiency, safety, security, and sustainability. The Law calls for port sector institutional reform, the advancement of competition, the development of a rationalized port development plan, the use of public-private partnerships for financing of port projects, the participation of local, regional, and national authorities in the port planning process, and preparation of a workforce to serve public and private sector needs. The multidimensional approach the Law addresses will help Indonesian exporters and importers do what they must to succeed while providing the necessary connectivity -- economic and transport – to enable prosperity to reach all Indonesian citizens. Indonesia’s port sector vision reflects the multidimensional role for the country’s ports: Shipping Law No. 17 of 2008 mandates the development of a National Port Master Plan (NPMP). The Plan establishes the policy framework to facilitate achievement of the vision. It also sets forth the requirements for a rationalized approach to port development. The Plan, encompassed in this document, presents cargo forecasts, port development requirements in the coming years, investment costs, and financing constraints and strategies, with the final chapter laying out the actions needed to facilitate port modernization and its integration in both economic development and transport system frameworks. The underlying theme of the NPMP is integration on several levels – across transport corridors, between investment and policy and public and private sectors, among levels of government, and in collaboration with economic development initiatives. They will provide a coherent foundation for long-term planning and prudent investment among the partners involved. While this obviously will include public and private investment in new and expanded infrastructure where the need is demonstrated, it will also be essential to achieve maximum efficiency and capacity out of existing footprints. That will require integrated measures addressing issues of policy and administration, and governance and operations, in addition to building infrastructure.


2

Figure 1-1 NPMP within MP3EI Framework


3

Figure 1-2 NPMP Frameworks


4

Chapter 2. National Port Policy

2.1 Introduction

In very recent years Indonesia has made some very important decisions relating to the reform of its port sector. The country passed a new law, Shipping Law 17 of 2008, that calls for the transformation of its port system from one operated by state-owned monopoly corporations to a port authority system more characteristic of the landlord model with the inducement of competition for providing the range of services offered to port users. Port authorities are being established and future concession programs are intended to secure needed investment while expanding the number of rivals seeking to provide port services. This transformation underscores the importance of the Ministry of Transport and DGST in developing a policy framework designed to facilitate the Shipping Law’s underlying objective for the development of a competitive and efficient port system. This chapter sets forth the policies which the government will adopt in order to achieve the Shipping Law’s objectives. This follows the preparation of the Scoping Study Policies and Procedures Report, which identified some of the policy themes open to the government to implement. The process of developing policies involved consultations with government officials and other stakeholders, site visits, and a review of the Shipping Law and complementary regulations. The process also considered other economic development initiatives the government is implementing that may be facilitated in part by the existence of an efficient port system. The development of a Port Policy for Indonesia was thus conducted in three stages: diagnostic, consultative, and policy formulation. The diagnostic stage consisted of a review of existing reports and data, technical site visits to pertinent maritime infrastructure, and extensive interviews with both government and private sector stakeholders. The consultative stage consisted of conducting several meetings and a workshop with industry stakeholders on the basis of the National Port Master Plan and the noted Policy and Procedures Report findings. The workshop stimulated discussion among a range of stakeholder groups and resulted in a number of comments. Having carefully considered the comments, revisions were made to the Policy and Procedures Report, which set forth policy implications from the Shipping Law and National Port Master Plan from which port policy would be formulated. In the sections that follow, we first present a background to Indonesia’s port sector policy environment, including institutional arrangements and challenges, and recent developments. We then describe the legal context for Indonesian port policy. This is followed with the presentation of the port sector vision, mission and strategic objectives and a discussion of the critical issues that influence the development of policy. The chapter then presents the policies the government will implement. Initially, four sets of supporting regulations are proposed to be issued to support the implementation of policy. These relate to: (a) port tariff regulation (b) complaint procedure and dispute resolution; (c) safe, secure and environmentally-responsible port operations, and (d) port planning.


5

2.2 Background

As a nation composed of many islands, Indonesia is perhaps the world’s most port-reliant nation. Historically, the main focus of government has been on the administration of its port system. In response to government’s call for port sector restructuring, government focus is now extended to the associated institutional, regulatory and technical issues that need to be addressed in building a modern port sector. In 1992, Indonesia had installed a system of state-owned enterprises (Pelindos) charged with the development, administration, and operation of Indonesia’s ports. The institutional reforms introduced by Shipping Law 17 established a system of landlord port authorities (and related port management units) and also changed the status of the Pelindos to port operators (port business entities). The port authorities are charged with the development and regulation of Indonesia’s ports, but as entities holding civil service status, do not reflect the wide span of autonomy normally accorded landlord port authorities. And while the Shipping Law did not create a new entity overseeing Indonesia’s port administration, the transformation to the landlord model also indicates a change in the role of the Ministry of Transport, which is charged in part with issuing regulations related to the implementation of the Shipping Law. Indonesia’s new port institutional framework implies a set of new or revised responsibilities for port sector governance. There is a need to ensure clarity about each institution’s roles and objectives. They must work together effectively in building the port sector. As Indonesia’s port interests are now housed in separate entities, the Ministry of Transport’s primary role needs to be clearly defined as including acting as policymaker for the port sector, monitoring the performance of the port system and its individual components, and overseeing the government’s interests in ports. Shipping Law 17 and its complementary regulations entrust the Ministry of Transport with responsibility for:

Planning the development of the country’s commercial and non-commercial seaports;

Securing and facilitating investment in port development and improvements;

Promulgating regulations and guidelines for port authorities and PMUs designed to assure effective port sector governance, coordinated and integrated planning, and efficient operation;

Formulating an education and training model to assure effective performance of port-related functions and a ready supply of highly capable port sector human resources;

Approving port authority and PMU tariffs and developing port tariff structures for port business entities;

Issuing permits for port development, construction, operation; and

Approving port authority, PMU, and private sector plans for the development and upgrading of ports.

And while the Ministry of Transport’s role can be viewed as one of instituting port policy and overseeing the port sector, the responsibility for planning and direct supervision of the port sector is housed within port authorities and port management units. To this extent, port authorities and PMUs are charged with:

Assuring the smooth flow of goods in ports and establishing standards for operational performance;

Provide land and water areas for ports;


6

Contracting port business entities to undertake port business activities;

Prepare tariffs for services rendered by port authorities and PMUs and submit them for approval by the Ministry of Transport;

Issue regulations governing the use of ports, harbors, and pilotage services;

Prepare local master plans for approval by the Ministry of Transport;

Assure environmental protection in the port areas; and

Facilitate dissemination of port-related information. In 2009, nearly 1 billion tons of cargo were handled in Indonesia’s ports, with about 543 million tons (56 percent) and 435 million tons handled in foreign and domestic volumes, respectively. While cargo volumes are substantial, competitiveness is lower than expectations. Pelindo subsidiaries arguably compete on the basis of operational performance, but competition on the basis of pricing is virtually nonexistent given the majority ownership position of the Pelindos in port business entities. This has been due largely to barriers to market entry imposed on non-Pelindo affiliated port business entities and antitrust protections accorded to state-owned enterprises. Re the former, special terminal operators are highly restricted from engaging in cargo handling services for third party cargoes and, even if given the required permits to do so, permits are granted for only five years. Though options for renewal are available, it is difficult to imagine a situation where an investor can receive financing where there is a risk of non-renewal and the loan’s payback period far exceeds the initial permit period. Re the latter, the KPPU legislation exempts Pelindos, as state-owned enterprises, from antitrust regulation, hence allowing them to directly engage what would otherwise be prohibited behavior. Additionally, Indonesia currently requires government entities to hold 51% equity in joint venture arrangements involving foreign corporations, discouraging foreign investment in Indonesia’s port sector. Finally, Pelindos are accorded land stewardship responsibility and hence control of landside port development within their territories.

Indonesia can expect continued robust economic growth in the coming years, generally averaging about 6.4 percent through 2030. This growth places new demands on operational efficiency and capacity; failing to meet these demands may constrain expected economic growth. Global shipping patterns are in a state of flux as ship sizes increase, a risk of container carrier overcapacity emerges, and rate instability ensues; shipping lines in turn will seek to minimize port calls in an effort to rationalize their businesses. Efficient modern port facilities capable of handling the latest generation of container ships and large bulk carriers efficiently are seen as the key to reducing transport costs and hence attracting overseas investment and diversifying Indonesia’s manufacturing and trading base. At the same time, Indonesia needs to replicate global best practices and develop a port institutional framework that is commercially efficient. Such a framework includes an element of planning and control to ensure that development and operations are carried out to the highest international standards and hence contribute towards, rather than constrain, the achievement of Indonesia’s goal of accelerated economic development. The port reform process is not yet complete. There are gaps and clarifications needed in the Shipping Law and more legislation and regulations may be needed to assure effective policy implementation. Additionally, the emergence of a competitive port system is dependent on finding the right people. The newly created port entities will need the ability to recruit and retain a workforce of the highest caliber to undertake the tasks with which they are entrusted. Port authorities will be unable to wrest highly qualified people from other sectors unless compensation rates can exceed the compensation levels bound by current civil service rules. Retaining employees also means that effective management of human


7

resources, including training and development, will be necessary to support the functioning of DGST and the port authorities. Access to qualified labor is also a concern for the port business entities. As cargo volumes increase in the coming years, additional physical capacity will be needed, and there will be increasing demand for workers to manage and operate these new facilities. Indonesia’s port sector will need a ready supply of qualified workers in order maintain and operate facilities at acceptable global standards.

2.3 Indonesia’s Need for Integrated Port Policy

The policies set forth below are intended in part to enhance multimodal and cross-sectoral integration. Ports can no longer be viewed in isolation of the rest of the transportation system and economic development strategy. Hence, policy implies an emphasis on rigorous analysis and long-term planning in partnerships among government agencies and between public and private sectors. The emergence of global supply chains as the preeminent business model is a key factor in global economic changes. Propelled by dramatic changes in information and transportation technologies, leading-edge production strategies now feature deeper integration of production, marketing, transportation, and distribution – commonly referred to as integrative trade. These changes in how businesses operate have significant implications for transportation, as pressures mount for greater scale and efficiency in infrastructure systems that support major trade flows. As businesses increase their reliance on seamless, secure, and efficient multi-modal transport systems as keys to their success, transportation as a whole is being recognized as more crucial than ever to Indonesia’s competitiveness. Hence, the key for Indonesia’s future success will be an integrated approach to both policy and physical infrastructure relative to all surface transport modes. This approach places transportation infrastructure at its core, but goes further to encompass other interconnected issues of public policy, regulation, and operational practices that directly impact how well transport infrastructure works and how well Indonesia takes advantage of it. As for investment, the crucial role for private investment is highlighted, along with a commitment to policies that foster a positive climate for it to increase while safeguarding the public interest. The scope of a future maritime policy in Indonesia is potentially wide-ranging. It is inevitable that the various policies, once approved, will be phased in and may be changed during the course of time in view of strategic and other events. This suggests that policies will also have to be prioritized and maybe revised. Hence, the Ministry of Transport will rely continuously on input from stakeholders in identifying the most important policy areas and any needed modifications. Policies are required to ensure that Indonesia’s port sector develops into a world-class competitive industry and that the ports are operated in line with international safety and environmental standards. The objective should be to ensure that the port sector promotes competitiveness, facilitates trade, and seamlessly integrates with the multimodal transport logistics system. To achieve this, a flexible legal and regulatory framework is required that ensures orderly, safe, secure, accessible, and competitive services, high standards of corporate governance, and effective economic and technical regulation. It requires a clear policy built on consensus and a commitment from policymakers, managers, regulators and stakeholders.


8

2.4 Legal Context

Shipping Law 17 of 2008 is the “parent” law governing Indonesia’s ports sector. The Law covers both port and shipping matters. Port issues are mainly dealt with in Chapter VII (Arts 67 – 115), Chapter XI and in a few scattered provisions elsewhere in the Law. The main topics covered in Chapter VII of the Law are:

National Port System

Port Master Planning

Institutional Frameworks / Participants in the Port System

Port Construction and Operation

Special Terminals and Own Interest Terminals

Tariffs

Designation of ports open for foreign trade

Role of regional government

Also relevant is Chapter XI, which establishes the office of the Harbour Master and defines its powers and functions. The Law is supplemented by various Government and Ministerial regulations issued to give effect to specific provisions. The principal regulations governing port institutions, their roles, functions and duties include:

Government Regulation No 61/2009 regarding port affairs;

MoT Ministerial Regulation No KM 62/2010 on the organization and working procedures of Port Management Units and its amendment (PM 44/2011);

MoT Ministerial Regulation No KM 63/2010 on the organization and working procedures of Port Authorities and its amendment (PM 45/2011);

MoT Ministerial Regulation No KM 64/2010 on the organization and working procedures of the Harbour Master’s Office; and its amendment (PM 46/2011);

MoT Ministerial Regulation No KM 65/2010 on the organization and working procedures of the Batam Port Office and its amendment (PM 47/2011).

2.5 Port Sector Vision and Goals

Chapter 1 presented the vision for Indonesia’s port sector. The government’s goals for achieving this vision are set out below.

Secure Private Investment. Indonesia’s port sector will require substantial expansion to accommodate higher demand as well as to support economic development initiatives. The scale of investment is such that the public sector cannot cover the cost alone. While private sector participation is key to port development and operations success, government currently has regulations in place that have the effect of discouraging private sector investment. Restrictions to operational scope by special and own-interest terminals, related restrictions on length of permits, and mandatory foreign equity ownership guidelines in terminal infrastructure limit foreign investment and the ability of the private sector to engage in third-party cargo handling.

Institute competition. Indonesia’s port sector is characterized by market dominance. As a result, prices are not determined by market conditions, translating to higher


9

costs to port customers, and in the end Indonesia’s producers and consumers, than what would otherwise exist under fully competitive conditions. Market entry by competitors is constrained by certain provisions in the Shipping Law that should be amended. A light-handed regulatory framework is needed to guard against abuses of market power until such time as it is feasible to introduce more competition, and allow market forces to drive the search for greater efficiencies and lower costs after competition is introduced. The principle to be applied is “competition where possible, regulation when necessary”.

Enhance the landlord model of port administration in Indonesia. Indonesia’s port landlord model as currently configured does not reflect international best practice, particularly in regards to the autonomy given landlord ports of other countries. Missing from the existing model is the port authority’s ability to make independent decisions relative to organizational structuring, marketing, pricing, budgeting, financing, procurement, setting compensation levels, and hiring/termination. This has the effect of slowing responsiveness to changing market conditions and constraining inter-port competition that could emerge in future years as hinterland accesses to market catchment areas are improved.

Integrate planning. The success of Indonesia’s economic development initiatives depends to a great degree on the port sector’s ability to facilitate implementation of these initiatives while contributing to their success. This is particularly true of the MP3EI, where ports will serve some of the economic activity located along the economic corridors. Port planning must respond to the growing requirements of economic activity and integrate these developments in the development of their master plans. Port development must also be coordinated with national transportation planning and planning decisions cannot be made in isolation of the communities where ports operate; port plans must therefore be in conformity with local land use plans.

Create an enabling, flexible, legal and regulatory framework. Indonesia has already embarked on extensive legal reform with the introduction of the Shipping Law and its complementary regulations. However, further legislation and/or regulations are likely to be required to improve integrated and coordinated planning, provide an efficient procedure for regulating tariffs, and allow for light-handed regulation in the event of market failure.

Ensure safe and secure port operations. The port sector has to have a good safety record and secure its assets and human resources. In the future this will require more capacity to ensure that safety and security regulation adheres to world class standards and international protocols to which Indonesia is a signatory. Technical capacity must be created to meet these challenges and to cooperate with national authorities in building an efficient safety and security management regime that applies to Indonesia’s ports.

Expand protection of the environment. Future port expansion requirements will result in the increased use of coastal waters and new developments along the coastline increase the threat to the marine environment. The port authorities and port management units must be diligent in implementing systems to mitigate such threats, and effective oversight mechanisms must be established by the Ministry of


10

Transport to achieve this in cooperation with other relevant agencies in Indonesia. Systems for implementation include effective emergency response programs.

Develop human resources. The port sector should provide a safe and rewarding work environment with opportunities for career progression and personal development. To become an “employer of choice” in a more competitive labor market, the sector needs to provide attractive employment conditions, challenging and rewarding work, an appropriate work–life balance, and greater opportunities for training and upgrading the skills of the workforce. The ultimate goal is high levels of efficiency within a work environment that balances the interests of workers, employers, and society as a whole. But assuring quality workers begins with preparation well before they are ready to embark on their careers – both vocational institutes and universities must play a role in preparing the port sector workforce. For workers already employed for cargo and vessel handling, training programs must focus on measures for improving productivity while Indonesia must strive to meet global standards for port labor practices. Further, women do not figure prominently in the port sector workforce -- Indonesia must focus on strategies designed to mainstream women in this important sector.

2.6 Port Policy Formulation, Implementation and Review

2.6.1 Critical Issues

Indonesia’s port governance system is new as is the role of the Ministry of Transport in this new landlord form of administration. At the same time, there is a lack of a policy framework setting out government’s goals for the sector, how these goals are to be achieved and who will be responsible for achieving them. It is traditionally the role of line function government departments, such as the Ministry of Transport and DGST, to undertake policy development and monitor its implementation. This must occur on a consultative basis with the involvement of all stakeholders. The process adopted in the development of the National Port Master Plan already establishes a suitable precedent for stakeholder involvement. Policy is never static and must continuously adapt to changing circumstances. Hence, the Ministry of Transport must also be tasked with reviewing policy on a regular basis to verify that it still supports the Government’s overall economic and social goals. Legislation is a tool of policy. As Indonesia’s port policy takes shape, legislation must be revised to ensure that it fully enables policy objectives to be achieved.

The Ministry of Transport’s work in policy development should be concerned with:

Contributing to the debate on the long-term structure of the port industry by advising on ways of increasing competition. Although the Pelindos currently have superior technical knowledge in this area, it has a major conflict of interest as any increase in competition will automatically weaken its own position. A healthy debate on the issue will enable the government to make a better-informed judgement on the amount and form of competition which is appropriate and time at which it is introduced. The Ministry of Transport’s proposed role in promoting competition is elaborated further below.


11

Ensuring that Indonesia’s ports are compliant with the country’s policies. The Ministry of Transport will also be expected to represent port sector interests when new policies are being developed at the national level, while DGST must work within the Ministry to assure that prospective Ministry of Transport modal policy incorporates deliberations about the impact modal policy may have on the port sector.

Integrating the port system more effectively with other modes of transport, for example by setting regulations on vehicle weights and drivers hours, or improving highway systems, which do not have the effect of impeding the efficient working of the ports.

2.6.2 Policy

The Ministry of Transport will develop capacity to oversee the effective implementation of its proposed policy. It will report regularly to government and stakeholders on progress in achieving policy goals. The Minister of Transport, working through DGST, will from time to time issue guidelines to government institutions and commercial agencies with regard to the implementation of port policy. As appropriate such policy guidelines will be preceded by consultation with key stakeholders.

Business strategies of all stakeholders, including port authorities, PMUs, and port business entities, must be aligned to support government’s port policy objectives. To this end the Ministry of Transport through DGST will enter into a dialogue with stakeholders with regard to those aspects of its plans and budgets that raise issues of port policy. The Ministry of Transport will pursue a structured and open dialogue with stakeholders, via the establishment of stakeholders and/or port user committees, aimed at promoting a broad consensus and seeking to resolve differences in emphasis or approach through a consultative process.

Policy will be regularly reviewed to ensure that it is still responsive to achieving the goals identified for the port sector. A policy review will be undertaken on a three yearly basis and will be integrated with the Ministry of Transport’s strategic planning process. The review process will allow for stakeholder consultation and the reviewed policy will thereafter be published for public notice.

Legislation will be reviewed to ensure that it provides an enabling framework for the Government’s policy goals for the sector.

2.7 Integrated Planning, Facilitation and Performance Monitoring


Integrated Planning

The Shipping Law has assured a coordinated port planning process. The Ministry of Transport through DGST is responsible for preparing and updating a national port master plan (NPMP) every five years with interim updates made as appropriate. Port authorities and PMUs are, in turn, responsible for preparing local port master plans in conformity with the NPMP; but the local master plans must also be aired with local governments to assure they adhere to local land use planning provisions. There is, however, no provision in the Law and its complementary regulations to assure plans are part of an integrated national


12

transport planning process and also to assure port master plans facilitate overall economic development objectives. It is therefore crucial that the ports are effectively integrated with other transport modes and economic development initiatives. Planning to achieve such integration must occur at various levels and among agencies within the national government and the port authorities and Pelindos. The challenge is to devise a framework that promotes complementary planning and allocates responsibility to each organization on the basis of its mandate and distinct responsibilities. Typically, it is a core function of transport departments to undertake overall planning for the transport sector that ensures effective integration of transport modes. The desired outcome is a seamless integration of modes that function as a single logistics chain. Experience in many countries demonstrates that where such integrated planning is absent, transport operations are constrained resulting in inefficiencies and higher costs. A good example is inadequate road or rail connections to modal interchange points such as ports. An important role of the DGST is to develop a strategic vision of future port requirements, to coordinate port planning with developments in other sectors of the economy, and to ensure that the growing volumes of port traffic can be comfortably accommodated on Indonesia’s road, rail, and interisland transport systems. The primary role of port authorities and PMUs is to undertake the physical planning and oversee construction and operation of port infrastructure. However, DGST also has an important supporting role in coordinating port authority plans with those of other government organizations and reviewing port authority plans from a strategic and operational perspective. Port development plans need to be integrated into wider strategies for economic development, land use, and environmental protection. It is important to map out clearly how this strategic planning process will work, and define the central role of the Ministry of transport and DGST in coordinating port development plans with those of other entities and sectors. DGST and port authorities may also be required to facilitate consultation on the plans to ensure that the views of all stakeholders are properly taken into account. The Ministry’s port planning responsibility should include the role of overall sector facilitation. This entails facilitating between the port sector and stakeholders in both government and the private sector to ensure that the port system can function at optimal efficiency levels. Worldwide, studies have shown that over 75% of the constraints to port system efficiency result from the activities of government agencies such as customs, poor productivity due to the inefficient use of information technology and logistics practices that are below par. There is potentially an extensive role to play by the Ministry in securing greater cooperation between agencies and stakeholders involved in the transport field to ensure higher productivity and overall lower port and transport costs. Finally, the Ministry’s overall planning role implies that it must also be in the position to evaluate the efficiency of the transport system and to assess whether policies and plans are contributing towards higher port productivity and lower costs. This entails developing the required performance monitoring and data processing capacity.


13

Port Hierarchy

Indonesia has developed a hierarchical framework to reflect the roles ports play in the country’s port system, how they may be integrated in the country’s economic and port planning processes, how they may be institutionally restructured as national, regional, and local assets, and the extent to which they may be financially supported by the government of Indonesia. As indicated in the Shipping Law, the port hierarchy consists of 1) main, 2) collector, and 3) feeder ports. Main ports serve domestic and foreign trade, while collector and feeder ports are limited to domestic trade only; main ports are deemed to handle large cargo volumes, while collector ports and feeder ports handle “medium” and “limited” volumes, respectively. Main ports are to be administered by port authorities; collector ports may be administered by port authorities or PMUs; feeder ports are to be administered by PMUs. Collector ports and feeder ports may also be administered by regional or local governments. How collector and feeder ports are administered will be determined in close consultation with regional and local governments based on their expressed interest to the Ministry in administering these ports or upon the Ministry’s interest to transfer these ports to local and regional control. The current classification of Indonesian ports is presented in Appendix A.

2.7.2 Policy

The Ministry of Transport is responsible for coordinating planning of the entire transport system in Indonesia based on sector plans prepared by modal divisions, other modal agencies, and port authorities. To this end, port authorities will cooperate with DGST to ensure that DGST is regularly informed of ongoing planning efforts. The Ministry of Transport will issue planning regulations consisting of requisite planning processes and guidelines to provide a basis for the Ministry’s monitoring of this activity. The Ministry will also require Pelindos and other port business entities to provide port authorities with all relevant detail needed for assessing impacts of their plans on the master plan, and port authorities to provide similar details to the Ministry to coordinate overall transport system planning.

The Ministry will review the status of ports in future years to determine if their hierarchical status should change and what implications there are in terms of revising the prevailing and future National Port Master Plans and in the plans submitted by port authorities and PMUs.

The Ministry of Transport will review port authority development plans from an integrated transport planning perspective and establish a review procedure in the planning regulations. The DGST will promote a continuous dialogue with the port authorities to ensure that DGST is able to effectively execute its regulatory and planning responsibilities.

The Ministry of Transport through DGST will develop capacity to supplement its planning function by undertaking overall sector facilitation. To this end, the Ministry will engage with other government agencies such as customs, and private sector role-players such as freight forwarders and logistics service providers, to continuously review sector performance and adopt practices that eliminate constraints to the optimal functioning of the transport chain.


14

The DGST will develop a system of indicators for both planning and monitoring performance purposes and publish regular findings of key port performance indicators.

2.8 Tariff Regulation


Port authorities and PMUs are required to prepare tariffs for services that they render and submit tariffs for review and “stipulation” by the Ministry of Transport. It is important that the process of tariff review and approval is well understood by all the parties. The Law suggests a “light-handed” regulation approach as tariffs are not imposed; instead, port authorities are subjected to tariff approval, and eventually, as port authorities and PMUs reflect the global standard approach to landlord administrations, they will make their own pricing decisionsbased on a combination of commercial and cost recovery principles. In this instance, the Ministry of Transport’s role will be limited to ensuring that the tariff complies with its general tariff guidelines and does not discriminate unfairly or constrain competition. Steps will be taken to ensure short-medium term stability in the published tariff and major adjustments to the tariff should be relatively rare, unless there are large unforeseen changes in costs. At the same time port authorities will need some flexibility to negotiate tariffs if these are needed to bring in new business. The role of the Ministry of Transport is to ensure that these do not seriously disadvantage other customers, and do not undermine the overall financial stability of the port authority by leading to large losses. International best practice generally advocates non-discriminatory treatment of customers—similar tariffs for similar customers receiving a similar service—but this is not always easy to achieve, as most customers can find something that differentiates them from others and can be used to justify a lower tariff. While the Shipping Law does not compel port business entities to submit tariffs for approval, the risk of oligopolistic behavior by port business entities requires that port business entities submit tariffs to enable the Ministry of Transport to monitor for anticompetitive pricing practices. The tariff setting process should incorporate a formal tariff filing system for port authorities and port business entities covering both the published tariffs and the tariffs negotiated with individual port users on the basis of “one-off” service agreements. This will enable the Ministry of Transport to monitor tariffs to ensure that they remain internationally competitive, are not the result of collusive behavior, cover costs, and do not unfairly discriminate against individual port users. The tariff filing system is expected to operate broadly as follows.

2.8.2 Tariffs

Tariffs are the standard charges by port authorities that apply to all port users unless otherwise specified. It is anticipated that they will be changed infrequently in order to give users a high degree of certainty about the level of port charges, and that the changes will be preceded by a period of consultation during which users will be able to prepare for the effects of any proposed changes. Changes to the port tariff will be proposed by port authorities and should be filed with the Ministry of Transport at least 60 working days before their intended date of introduction. If the port authorities receive no comments from the Ministry by 15 working days before their intended date of introduction they are deemed to have been approved.


15

Port authorities will be expected to provide some justification for the proposed tariff changes based on their financial impact on the port authority, requirements to recover investment and operating costs of relevant services, competitiveness concerns, and the outcome of any consultations port authorities have held with port stakeholders. The Ministry of Transport will be entitled to conduct its own consultations with stakeholders if it believes this is necessary. The tariffs for all port infrastructure and services will be published for public notice, for example, on the Ministry’s and port authority websites. While the Shipping Law does not require Ministry approval of port business entity tariffs, this does not mean they would not be subjected to review and monitoring for anticompetitive behavior. In terms of terminal operations, port business entities control all activities between and including the berth and gate. Port business entities in dominant positions have the ability to leverage higher prices without the threat of losing business, thereby placing an undue cost burden on port users that is detrimental to trade competitiveness. There is also a further cost to society as prices not constrained by competition or regulation increases the costs to consumers and domestic production. Today, state-owned enterprises are not subjected to the provisions of Indonesia’s competition law, while other port business entities are. The KPPU antitrust case precedents have shown that it has regulatory jurisdiction over state-owned enterprise subsidiaries, but not over state-owned enterprises themselves. This has the effect of encouraging state-owned enterprises to avoid creating subsidiary operating companies and directly managing and operating terminals themselves or, alternatively, to set standard prices for all terminals under their control. State-owned enterprises are also not prohibited from engaging in anticompetitive practices, such as predatory pricing and discriminatory behavior as well as cross-subsidization, in their efforts to eliminate competition. State-owned enterprises are also not prohibited from engaging in anticompetitive practices, such as predatory pricing and discriminatory behavior as well as cross-subsidization, in their efforts to eliminate competition. Given the changing role of the Pelindos brought about by the new Shipping Law, it is important to seek clarification from KPPU regarding the question of antitrust exemption. A continued exemption in itself will serve as a constraint to market entry of potential rivals and ultimately discourage needed port infrastructure investment. This in itself will serve as a constraint to market entry of potential rivals and ultimately discourage needed port infrastructure investment. Finally, we must bear in mind that state-owned enterprises have profit maximization as their objective, with the Ministry of State-Owned Enterprises establishing annual financial performance targets.

2.8.3 Service Agreements

Service agreements with individual customers are negotiated quite frequently and may be for either a fixed or indeterminate period of time, or linked to the shipment of specific consignments. Because they usually involve price guarantees, they serve as de facto tariffs. Service agreements should be monitored to assure non-discriminatory behavior. They should be filed with the Ministry of Transport under confidentiality rules established by the Ministry no more than 10 working days after they have been agreed with port users, together with supporting information which describes briefly the nature of the transaction and the reasons for entering into a service agreement rather than applying the tariff. If no comments are received from the Ministry within 10 working days of the date of filing, they are deemed to have been approved. Because they are highly confidential, service agreements with individual customers will not be published. Regulations should provide for


16

Anti-competitive pricing behavior is normally defined in terms of the following criteria: Excessive tariffs. Average charges are high in relation to the cost of providing the service or for use of similar infrastructure or services elsewhere and the premium cannot be justified by any unique feature in the cost structure of the port or terminal. Predatory pricing. Tariffs for particular infrastructure or services are below their appropriate marginal cost (long-term or short-term, according to the nature of the transaction). Price discrimination. Similar customers are charged different tariffs for the provision of similar services. However, this does not preclude volume discounts or the negotiation of individual service agreements for which

there is economic justification.

the confidentiality of agreements to be protected, unless disclosure is authorized by port business entities.

2.8.4 Rights of Explanation and Objection

The Ministry of Transport will be entitled to request an explanation from port authorities and port business entities for any proposed tariff changes (in the tariff or service agreements) which it wishes to query. At the request of the Ministry of Transport, changes to tariffs can be put on hold while this explanation is being given.

The Ministry of Transport should have the right to object to an existing or proposed tariff only on the grounds that it is anti-competitive or non-compliant with government policy. A tariff or service agreement can be considered to be anti-competitive when it fails to comply with Ministry of Transport guidelines (see Figure 2-1). These guidelines will also provide grounds for complaints about anti-competitive behavior which port users may refer to the Ministry of Transport. Port users making complaints about anti-competitive behavior will be expected to produce factual evidence to support their complaints before the issue is taken any further. The Ministry of Transport’s right to object to a tariff item should only be exercised if the matter cannot be resolved through discussions with the port authorities and port business entities. In this event, the following procedures will apply.

The Ministry of Transport should formally notify port authorities and port business entities of its objection, together with the reasons for it.

Port authorities and port business entities may respond to the objection with a statement of reasons which the Ministry of Transport is required to consider after which it must inform port authorities/port business entities whether or not it withdraws its objection.

Figure 2-1 Guidelines for Anti-Competitive Pricing Behavior

In situations where the Minister of Transport determines there may be anticompetitive behavior, or if a complaint received may be valid, then the Ministry of Transport may refer its own determination or complaint to Indonesia’s competition commission (KPPU), which in turn is obliged to take up the matter. To be able to do this, it is important that an interagency Memorandum of Understanding be prepared that defines the process and roles of either agency in considering possible antitrust behavior. Additionally, in furtherance of promoting competition, already a part of Indonesia national policy, the Ministry of Transport must seek to incorporate a port sector state-owned enterprise exception to the exemption accorded to all state-owned enterprises in the antitrust legislation.


17

Circumstances will change over time, and the regulations should be flexible enough for tariff review procedures to be modified by mutual agreement and formalized through a ministerial decision without requiring legislative amendment.

2.8.5 Policy

It is the duty of the Ministry of Transport to review the tariffs. The basic approach that the Ministry of Transport will adopt is that of “light-handed” regulation. On the part of port authority or PMU tariffs, it will object to proposed tariffs only to the extent that they are not reasonable relative to the cost of providing the service or infrastructure. In the case of port business entities, the Ministry will refer the proposed tariff to the Competition Commission if in the Ministry’s judgment it is not reasonable relative to the service or infrastructure cost or is anti-competitive or discriminatory.

The Ministry of Transport’s power of review is without prejudice to the freedom of port business entities to negotiate service agreements with individual customers.

The Ministry of Transport will issue regulations to clarify the procedure to be followed with tariff monitoring and review to ensure that a light-handed approach is followed which does not impose any undue burden on port authorities, port management units, or port business entities. The regulations will also specify the grounds for regarding the tariff or a service agreement as anti-competitive.

2.9 Promoting Port Sector Competition


Competition is generally regarded as the best way of achieving economic development because of the incentives it provides for all participants to satisfy customer needs in the most efficient way possible. Government intervention is only needed when competition does not produce the desired outcome. The basic policy approach that many governments adopt and which is also the approach for Indonesia is “competition where possible, regulation when necessary”. This approach allows government to adopt a “hands-off” stance intervening only for one of three reasons: anticompetitive behavior, the existence of externalities (such as traffic congestion or pollution which are not automatically taken into account in commercial decision-making), and a failure to provide customers with sufficient information.

Indonesia’s port sector is not yet highly competitive, meaning that shippers are left with very few options relative to their hinterland markets. The use of more distant ports imposes significant transaction costs on port users, thus reducing their effective choice. Currently, terminals serving specific hinterlands are now managed by the same state-owned enterprise through subsidiaries. This enables the state-owned enterprises to take decisions that may be favorable to their overall business, but which could be to Indonesia’s disadvantage. As sole providers of port infrastructure and services, the potential for abuse of monopoly power exists even if it is never exercised. These factors create a strong case for the Ministry of Transport to have a role in advising the government on ways in which competition might be increased, and to have a role in controlling anti-competitive behavior should it arise.

The layout and scale of cargo volumes in Indonesia’s largest ports suggest that competition could be introduced to effect inter-terminal competition. Hence, as part of its master plan review process, the Ministry of Transport will consider strategies for introducing


18

Entry barriers (Access discrimination). Potential port users are deliberately excluded from access

to particular infrastructure or services, at a time when the port business entity is physically and legally

capable of supplying them, and would not lose money by doing so. This includes failure to invest

when the port is approaching full capacity.

Service bundling. Port users are required to purchase services they do not want, or could buy from

a competitor, in order to obtain access to infrastructure or services for which the supply is more

restricted.

Exclusive dealing. Port users – and the port operator’s own suppliers - are not allowed to deal with

the port operator’s competitors, and are threatened with loss of their existing business if they do so.

Performance standards. The port operator fails to provide an acceptable quality of service, and/or

consistently fails to meet its conditions of contract with port users or government.

competition. Additionally, in order to avoid monopoly or oligopoly effects of vertical integration of port services, and the opportunities for cross subsidization, the Ministry may prohibit port business entities providing certain services from also providing other services. For example, terminal operators may be prohibited from also offering tug assist services. This policy will prevent operators from bundling port services and thus expand the opportunities for inducing competition.

The Ministry of Transport will also endeavor to simplify licensing procedures for services currently requiring licenses while assuring adequate insurance against liability. This policy is intended to ease market entry requirements while simultaneously assuring only qualified license holders can provide the service. This will serve to establish a market for certain services which will encourage local entrepreneurship and the development of small and medium sized enterprises.

Where the market fails to ensure competition, Indonesia must have a framework in place that can anticipate the potential for abuse of monopoly power in the future as commercial relationships may evolve in unforeseen ways. Anti-competitive behaviour can assume a variety of forms (see Figure 2-2).

2.9.2 Complaints Procedure

Due to the imbalance in market power between the port operator, service providers and port users, it is important that an effective channel exists for reporting and resolving complaints and disputes relative to anticompetitive behavior. Such complaints refer only to issues related to anticompetitive behavior. For complaints not related to anticompetitive

Figure 2-2 Criteria for Assessing Anti-Competitive Behavior

behavior, port authorities are better positioned to receive, respond, and seek remedies to complaints relative to non-competitive issues.

Best practice encourages the parties to negotiate a commercially-acceptable solution. The regulator’s first response should always be to direct the parties to seek a negotiated outcome, rather than have a solution imposed “from above” by the regulator. Only if theparties are unable to achieve a settlement between them should the regulator become involved. However, even with the involvement of the regulator, the initial approach will be


19

to seek to reach an amicable settlement between the parties through independent non-binding mediation. Only once both direct negotiations and mediation have failed will the Minister of Transport refer the matter to the KPPU. The following general guidelines should apply to complaint procedures. First, all incoming complaints should be formally recorded and acknowledged. Complaints should be made in a prescribed format and be accompanied by supporting documentation. After a review of the complaint a decision should be made on whether the complaint falls within the Ministry of Transport’s jurisdiction. Complaints about day-to-day operational matters, for example, should be automatically referred back to the port authorities. Frivolous or vexatious complaints should also not be entertained. The organization against which the complaint has been made should then be given the right to respond, usually within a pre-determined time period which reflects the nature of the complaint. At this point, the Ministry of Transport is entitled to ask either party to the dispute for further information if this seems appropriate. After reviewing this “first round” of information, the Minister of Transport may ask the parties involved to attempt to resolve the dispute themselves and it will generally do so if it believes a commercially-negotiated outcome can be achieved. In fact, before lodging a complaint, complainants should make every effort to solve a dispute through negotiations as they are likely to be required to present evidence to the Ministry that they attempted to resolve matters in good faith. Where the Ministry directs the parties to attempt to resolve the dispute themselves, it should be entitled if it wishes to offer informal suggestions on how to proceed. A limited period of time should be allowed for the parties to resolve the dispute, at the end of which the status of the complaint – resolved, unresolved, or partially/conditionally resolved - should be recorded by the Ministry.

2.9.3 Policy

The Ministry of Transport in partnership with the KPPU has the overall responsibility to promote competition within the port sector. It is cognizant of the fact that the ports sector is highly concentrated and characterized by monopolies. Hence, it will remain vigilant to prevent anti competitive behavior and abuses of monopoly power.

The Ministry of Transport will promote competition by executing its planning functions and participating in the debate – by conducting its own independent analysis - of ways in which competition can be increased, especially with regard to the planned new port developments or expansion of existing ports.

The Ministry of Transport will develop the capacity to respond to alleged anti-competitive behavior by introducing a complaints and dispute resolution procedure in regulations. Where applicable, the approach to be followed will be similar to the procedure used in resolving disputes with regard to port tariffs.

2.10 Enhance Labor Competitiveness


While all workers should be assured of a safe and rewarding work environment, there is an expectation that the work force will also be competitive relative to global standards. Port authority and PMU employment systems must distinguish themselves in terms of employment conditions and work environments in order to effectively compete for highly


20

qualified workers with other sectors. Port authorities and PMUs must offer a nurturing environment for entry level workers, both men and women, that translates to career advances facilitated by training and development and experience. At the same time, there has to be a concerted effort in collaboration with vocational and higher education institutions to promote the port sector as a desirable career option, for both men and women, and to assert a symbiotic relationship in continuing education opportunities for port sector workers. While capacity development is recognized as important to port performance, we must also recognize the importance of work practices to a port’s competitiveness. Today, terminal operators are compelled to hire workers from labor cooperatives; because of low productivity and capability concerns, workers from labor cooperatives are retained while terminal operators simultaneously deploy their own workers, increasing the cost of doing business in the port. Labor cooperatives must demonstrate improved capacity to work skillfully and productively, while availing themselves of training programs designed to improve their capabilities and performance. At the same time, as skill levels are increased, work practices must also reflect global standards; the size of the gangs offered by cooperatives for container handling, for example, are substantially larger than the norm for container handling. Additionally, while most modernized port systems offer workers on a 24/7 basis, labor cooperatives in some cases are not willing to deploy late-shift gangs. Terminal operators are thus not able to serve vessels during late-shift hours as they are not permitted to use workers without hiring cooperatives.

2.10.2 Policy

The Ministry of Transport, in close consultation with training centers, port business entities, port authorities, and labor cooperatives, will identify port sector training and education requirements for the Ministry (including DGST), port authorities, PMUs, labor cooperatives, and port business entities and and will develop a strategy for addressing port sector training and education needs. Training requirements and strategy will be periodically revised to reflect changing demands.

The Ministry of Transport will engage in memorandums of understanding with training centers, vocational institutions, and higher education institutions to promote port sector careers and to identify training and development requirements to improve labor productivity and assure respective curriculums are responsive to port sector needs, including those of the Ministry of Transport, port authorities and PMUs, port business entities, and labor cooperatives.

The Ministry of Transport will engage in a dialogue with labor cooperatives to formulate incentives for increasing productivity, expand training programs, improve work practices, and to identify strategies for enhancing competition among the cooperatives providing port workers.

The Ministry will promote the recruitment and retention of women into the port sector workforce and women’s participation in vocational and higher educational institutions.


21

2.11 Supporting Effective Port Safety Regulation


Effective safety regulation in Indonesia’s ports is a shared responsibility of the national government, port authorities, and port business entities. This requires the Ministry to establish a policy for safe operations with the port authorities responsible for the execution of this policy. Port business entities in turn are responsible for introducing safety management systems as part of their operational functions. The role of port authorities in landside safety and environmental management must be clarified in view of their status as new organizations and the Ministry’s oversight role in ensuring that ports are managed in a safe and environmentally-responsible manner. Independent safety oversight by the Ministry of Transport can be undertaken by developing a port safety and security framework that is agreed between the Ministry and the port authorities by way of a Port Safety Code or similar standard. In practice, it will be a formal agreement between the Ministry of Transport and the port authorities that sets out port safety operating requirements and corresponding performance measures.

2.11.2 Policy

The Ministry of Transport will enhance implementation of regulations which entrust port authorities and harbor master with effective powers to oversee safety and security based on international guidelines and standards.

The recent reforms creating the port authorities require that there be independent oversight of port safety. To this end, the Ministry of Transport will develop a port safety framework setting out the obligations of port authorities in respect of compliance with port safety regulations.

2.12 Supporting Effective Environmental Regulation


There are many common environmental concerns that ports face. These include:

Handling, storage, and movement of International Maritime Dangerous Goods Code (IMDG) cargoes;

Waste generation from vehicle and maintenance activities and proper disposal of such wastes;

Bunker facilities, pipelines and other above- or underground storage tanks for fuels;

Potential for oil, fuel and hazardous material spills and the need for spill prevention planning and emergency-response measures;

Protection of the sea and atmosphere from releases into the environment, either from spills, directed discharges, or non-point source pollution;

Air pollution from ground vehicle and vessel exhaust fume emissions;

Wastewater discharges from cleaning operations and ballast water;

Solid waste (sewerage and garbage) disposal; and

Ballast water management. Hence, national authorities are responsible for establishing internationally acceptable guidelines in respect to the port and marine environment. The Ministry of Transport is responsible for developing and applying regulations while port authorities are responsible


22

for assuring compliance by port business entities and users. An ISO 14001 Environmental Management System is required to help the port self-police its environmental requirements and audit its own facilities, as well as develop plans to reduce pollution and commit to continuous improvement. In turn, the ISO 14001 Environmental Management System should be part of an integrated Environmental, Health and Safety Management System.

2.12.2 Policy

Effective environmental protection must be ensured through a port environmental protection code that will be developed by the Ministry of Transport and implemented by port authorities which sets forth:

An Indonesian standard and best practice guidelines for environmental

protection in the ports; A framework for an environmental management system to be developed and

implemented by the Ministry of Transport; and Provides for periodic independent audits in addition to the oversight role to be

undertaken by the Ministry.

Harbor master will be entrusted with specific powers to manage and control pollution in the ports.

The Ministry of Transport will assume its full responsibilities under the Emergency Management System and engage partners in the maritime field to ensure that there is a functioning system of emergency response in the port sector.


23

Chapter 3. Analysis of Port Traffic and Current Performance

In this chapter we present information collected on traffic for ports within the Indonesian port system, and trends in foreign and domestic traffic volumes by type of cargo and commodity/commodity group. Data on foreign trade (imports and exports) and domestic shipping (loadings and unloading) are presented for the following cargo types and commodity/commodity groups:

General cargo

Container

Dry bulk o Cement; o Coal; o Iron ore; o Fertilizer; o Grain; o Other dry bulk.

Liquid bulk o Petroleum & products; o Crude palm oil (CPO); o Other liquid bulk.

Total traffic

3.1 Approach and Data Sources

A complete profile of the traffic handled at Indonesian ports is an important element to prepare traffic forecasts, identify necessary future port capacity additions and estimate investment. Information sources include data maintained by the DGST, by individual Pelindos, and from other recent studies of the Indonesian port sector. The information obtained from each of these sources is described in the sections below.

3.1.1 DGST Shipping Data Sets

DGST compiles from data provided by the shipping companies that report information on vessel calls at Indonesian ports. Separate data sets are maintained for foreign trade for domestic shipping. The foreign data set obtained for 2009 includes the following information:

Name of shipping company;

Name of vessel;

Deadweight, gross tonnage and horsepower of vessel;

Name and location of shipper (exporter or importer);

Direction of trade (import or export);

Foreign port of origin or destination;

Indonesian port of origin or destination;

Commodity and commodity group;

Tons or TEU loaded or unloaded;

Crew;

Type of vessel (tramper or liner).


24

For 2009, the foreign trade data set contains 32,734 records of individual vessel calls in Indonesia for foreign trade.

The domestic shipping data sets have separate files for coal, fertilizer, cement and other commodities. The domestic data sets include the following information:

Name of shipping company;

Name of vessel;

Flag (domestic or foreign);

Deadweight, gross tonnage and horsepower of vessel;

Indonesian port of origin and destination;

Commodity and commodity group;

Cargo type;

Tons or TEU loaded or unloaded;

Type of vessel (tramper or liner). For 2009, the domestic trade data set contains more than 72,000 records of cargo/commodity shipments in Indonesian domestic trade between ports.1 These data sets were reviewed and revised to clean them of inconsistencies and obvious errors, including the following:

Indonesian port names were harmonized to a single spelling and to a single name for a particular port;

Commodity (e.g. coal) or commodity group (petroleum and petroleum products) classifications were harmonized to a single commodity or commodity group name and spelling;

Obvious errors in reported cargo volumes were corrected when the cargo volume grossly exceeded the carrying capacity of the vessel;

Container shipments in TEU and vehicle shipments in units were separated from other cargo reported in tons.

The DGST data sets provide the single most comprehensive view of the cargo handled in Indonesian ports during 2009.

3.1.2 Pelindo Port Data

Historic information on cargo handled at Indonesian ports is also maintained by the individual Pelindos. The time series presented in this chapter are largely derived from data provided or reported by the Pelindos.

3.1.3 Data from Other Recent Studies of Indonesian Ports

Information was reviewed on port traffic from a number of recent Indonesian port sector studies and reports to fill in data gaps and to confirm or verify information obtained from the two primary sources described above.

3.2 Indonesian Port Traffic 1999-2009

As an archipelago, Indonesia relies heavily on its ports to accommodate its extensive foreign trade as well as for vast domestic commerce. In 2009, a total of 968.4 million tons were

1

Please note that some of the vessel calls have multiple records to accommodate the multiple commodities that are loaded or unloaded at a port.


25

Trade flow AAGR

and cargo type 1999 2009 1999-2009

IMPORTS

General cargo 11,777 18,628 4.7%

Container cargo 6,755 30,658 16.3%

Dry Bulk 12,281 9,719 -2.3%

Liquid Bulk 17,327 41,954 9.2%

Subtotal 48,140 100,958 7.7%

EXPORTS

General cargo 16,635 14,212 -1.6%


Dry Bulk 41,511 303,133 22.0%

Liquid Bulk 38,535 94,769 9.4%

Subtotal 105,249 442,457 15.4%

DOMESTIC UNLOADING

General cargo 25,018 55,430 8.3%


Dry Bulk 26,885 123,743 16.5%

Liquid Bulk 45,448 19,675 -8.0%

Subtotal 103,195 212,460 7.5%

DOMESTIC LOADING

General cargo 17,535 55,430 12.2%


Dry Bulk 14,499 123,771 23.9%

Liquid Bulk 47,334 19,675 -8.4%

Subtotal 85,893 212,485 9.5%

TOTAL

General cargo 70,966 143,699 7.3%


Dry Bulk 95,176 560,366 19.4%

Liquid Bulk 148,644 176,072 1.7%

Total 342,477 968,361 11.0%

Source: Prepared by Nathan Associates Inc. from DGST and Pelindio data.

handled at Indonesian ports, consisting of 560.4 million tons of dry bulk cargo (nearly three-quarters of which was coal), 176.1 million tons of liquid bulk cargo (86 percent of which was petroleum and petroleum products or CPO), 143.7 million tons of general cargo and 88.2 million tons of containerized cargo (Table 3-1). Foreign trade accounted for 543.4 million tons or 56 percent of the total volume of cargo handled at Indonesian ports in 2009. Export shipments at 442.5 million tons accounted for more than 80 percent of the foreign trade, while imports of 101.0 million tons accounted for 20 percent of the foreign trade. The export figures are higher due to the substantial volume of coal exports of 278.6 million tons in 2009.

Table 3-1 Indonesian Port Traffic by Trade Flow and Cargo Type, 1999 and 2009 (000’s tons)


26

-

20,000

40,000

60,000

80,000

100,000

120,000

140,000

160,000

180,000

General Cargo Container Cargo Liquid Bulk

1999 70,966 27,692 148,644

2009 143,699 88,222 176,072

00

0's

to

ns

-

100,000

200,000

300,000

400,000

500,000

600,000

1999 2009

Dry Bulk 95,176 560,366

00

0's

to

ns

Indonesian domestic cargo handled at its ports in 2009 totaled 433.3 million tons, with dry bulk shipments of 247.8 million tons accounting for 58 percent of total domestic shipments.2

Table 3-1 and Figure 3-1 also show the growth in Indonesian port traffic for the 10-year period from 1999 to 2009. During this period, total port traffic increased at an average annual rate of 11.0 percent. However, the distribution of the growth of traffic was quite diverse. For example, dry bulk traffic increased more than five-fold from 95.2 million tons in 1999 to 560.4 million tons in 2009. Container cargo also increased at a high average annual rate of 12.3 percent from 27.7 million tons in 1999 to 88.2 million tons in 20093. General cargo increased at an average annual rate of 7.3 percent, while liquid bulk cargos increased at a much slower annual rate of 1.7 percent during this period.

Figure 3-1 Indonesian Port Traffic by Trade Flow and Cargo Type, 1999 and 2009 (000’s tons)

2 The reason for a significant discrepancy between domestic unloading and loading statistics in 1999 is not known. Conceptually, these figures should be close as they are in 2009. 3 Container cargo volumes were estimated by multiplying TEU reported by 10 tons per TEU.


27

-

100,000

200,000

300,000

400,000

500,000

600,000

General Cargo

Container Dry Bulk Liquid Bulk

Loading 55,430 13,610 123,771 19,675

Unloading 55,430 13,613 123,743 19,675

Export 14,212 30,342 303,133 94,769

Import 18,628 30,658 9,719 41,954

000'

s ton

s

Figure 3-2 Indonesian Port Traffic by Trade Flow and Cargo Type, 2009 (000’s tons)

Within trade flows, exports increased the most from 195.2 million tons in 1999 to 442.5 million tons in 2009, corresponding to an average annual increase of 15.4 percent. Imports and domestic commerce volumes experienced annual growth in the range of 8-10 percent from 1999 to 2009.

3.2.1 Indonesian Port Traffic in 2009

Further detail of Indonesian port traffic in 2009 by trade flow and principal commodity/ commodity group is presented in Table 3-2. Within the dry bulk cargo type, coal accounts for nearly 90 percent of the total dry bulk foreign trade but only 56 percent of the domestic dry bulk trade. Other substantial volumes of dry bulk commodities shipped on domestic trades include fertilizer (30.7 million tons), cement (14.9 million tons), grains (2.3 million tons) and other dry bulk products (60.1 million tons). Within liquid bulk cargoes, virtually all of the 91.5 million tons of petroleum and petroleum products handled at Indonesian ports in 2009 was for foreign trade and only 385 thousand tons were reported as domestic shipments. For CPO, domestic shipments totaled 38.5 million tons in 2009, while 22.4 million tons of CPO was shipped as foreign trade (exports). Samarinda is the top port in terms of dry bulk cargo due to the 65.6 million tons of coal handled in 2009, followed by Tanjung Bara that handled 41.0 million tons of dry bulk. Tanjung Priok is the top port in terms of container traffic with 39.2 million tons of containerized cargo handled in 2009 followed by Tanjung Perak at 17.4 million tons. Tanjung Priok is also the top port for handling cement at 3.9 million tons followed by Bintuni at 3.0 million tons. Cigading is the top port for iron ore at 1.8 million tons. For fertilizer, both the ports of Pontianak and Teluk Melano each handled around 9.0 million tons in 2009. Tanjung Perak is the leading port for handling grains at 5.7 million tons in 2009, followed by Bau-Bau at 4.2 million tons. The port of Kendawangan is the leading port for other dry bulk commodities, handling 31.3 million tons in 2009.


28

Type of cargo Imports Exports Subtotal Unloading Loading Subtotal Total

General Cargo 18,628 14,212 32,840 55,430 55,430 110,859 143,699

Container 30,658 30,342 61,000 13,613 13,610 27,223 88,222

Dry Bulk 9,719 303,133 312,852 123,743 123,771 247,514 560,366

Cement - 144 144 7,459 7,483 14,941 15,085

Coal 685 278,618 279,303 69,674 69,674 139,349 418,652

Iron Ore 1,862 8,669 10,531 46 46 91 10,623

Fertilizer 3,360 1,802 5,162 15,331 15,334 30,665 35,828

Grain 3,469 363 3,832 1,172 1,172 2,343 6,175

Other Dry Bulk 343 13,537 13,879 30,062 30,062 60,124 74,003

Liquid Bulk 41,954 94,769 136,723 19,675 19,675 39,349 176,072

Petroleum & Products 31,801 59,309 91,110 192 192 385 91,495

CPO 269 22,169 22,438 19,243 19,243 38,485 60,923

Other Liquid Bulk 9,884 13,291 23,175 240 240 479 23,654

Total 100,958 442,457 543,415 212,460 212,485 424,946 968,361

Source: Prepared by Nathan Associates Inc. from DGST shipping data.

Domestic TradeForeign Trade

Table 3-2 Indonesian Port Traffic by Trade Flow and Cargo Type and Principal Commodity, 2009 (000’s tons)

For liquid bulk cargo, Bontang is the lead port in terms of petroleum and petroleum products at 25.6 million tons followed by Tanjung Balai Karimun at 12.9 million tons. For CPO, there are four major ports led by Dumai at 10.1 million tons, followed by Satui and Kuaro each at around 9.0 million tons and Tanjung Perak at 7.5 million tons. Balikpapan and Merak handle the largest volume of other liquid bulk products, each at around 3.6 million tons in 2009.

Figures 3-3 and 3-4 presents total traffic by trade flow and cargo type, respectively, for Indonesia’s top 50 ports. The presentation of port volumes in this chapter up to now has been in terms of tons of cargo so as to be uniform across cargo types. However, for the discussion of container shipments, it is customary to speak in terms of twenty foot equivalent units (TEU) which has become a standard measurement unit within the container industry. Hence in this subsection, all information regarding containers handled at Indonesian ports is expressed in TEU. Table 3-3 presents containers handled at the top 50 Indonesian ports for containers in 2009 by type of trade flow. In 2009, a total of 8.8 million TEU were handled at Indonesian ports, consisting of 6.1 million TEU for foreign trade (69 percent) and 2.7 million for domestic trade (31 percent). The top 50 ports that handled containers account for 99.7 percent of the total container traffic. Due to the requirement of specialized handling equipment, the handling of containers is concentrated at just a few ports with the top 5 ports handling 84 percent of the total volume in 2009 and the top 10 ports handling 91.5 percent.


29

Figure 3-3 Indonesian Top 50 Ports for Total Traffic by Trade Flow, 2009 (000’s tons)

Pie Chart of indo_plab250plus

45,00022,5004,500

Exp09

Imprt09

Unload09

Load09

Legend:

Export

Import

Unloading

Loading

60,000

30,000


30

Figure 3-4 Indonesian Top 50 Ports for Total Traffic by Cargo Type, 2009 (000’s tons)

Pie Chart of indo_plab250plus

40,00020,0004,000

Gencar09

Container09

Drybulk09

Liquidbulk09

Legend:

General Cargo

Container

Dry Bulk

Liquid Bulk

60,000

30,000


31

Port Imports Exports Subtotal Unloading Loading Subtotal Total

Tg. Priok 1,605 1,485 3,090 328 505 833 3,923

Tg. Perak 630 576 1,206 256 282 539 1,744

Belawan 302 309 610 180 98 278 888

Tg. Emas 291 253 543 17 15 32 575

Panjang 137 139 277 14 11 25 302

Makassar 2 - 2 144 104 249 250

Banjarmasin - - - 61 57 118 118

Pontianak - - - 70 29 99 99

Samarinda 0 - 0 50 45 95 95

Pekanbaru 11 32 44 16 13 30 73

Merak 25 36 61 1 1 3 64

Perawang 1 53 54 4 5 9 63

Bitung - - - 27 36 63 63

Palembang 16 16 33 14 15 29 62

Batu Ampar 18 29 47 - - - 47

Teluk Bayur - - - 20 22 42 42

Balikpapan 1 2 3 19 16 35 38

Batam 1 3 4 15 11 26 30

Jayapura - - - 12 15 28 28

Buatan 2 26 27 - - - 27

Kabil 12 15 27 0 0 0 27

Kuala Tungkal 0 22 22 - - - 22

Sorong - - - 13 9 22 22

Tarakan - - - 9 8 17 17

Ambon - - - 7 8 15 15

Batu Licin - - - 7 7 14 14

Bau-Bau - - - 7 4 11 11

Biak - - - 7 3 10 10

Merauke - - - 6 4 10 10

P. Burung - 10 10 - - - 10

Talang Duku 4 5 9 - - - 9

Palu - - - 5 4 9 9

Timika - - - 5 4 9 9

Kendari - - - 6 3 9 9

S. Guntung - 8 8 - - - 8

Fak-Fak - - - 4 3 7 7

Manokwari - - - 4 3 7 7

Nabire - - - 4 3 6 6

Benoa - - - 3 3 6 6

Benete 2 3 5 - - - 5

Jambi 2 2 5 - - - 5

Muntok 2 2 4 - - - 4

Sampit - - - 2 2 4 4

S. Buatan 0 3 4 - - - 4

Pantoloan - - - 2 1 3 3

Pangkal Balam 1 1 3 0 - 0 3

Malili - - - 1 1 2 2

Tg. Pandan - - - 1 1 2 2

Kumai - - - 1 1 2 2

Luwuk - - - 1 0 2 2

Top 50 ports 3,064 3,031 6,095 1,347 1,354 2,700 8,796

All other ports 1 3 5 14 7 22 26

Total all ports 3,066 3,034 6,100 1,361 1,361 2,722 8,822

Source: Prepared by Nathan Associates Inc. from DGST Shipping Database, 2009.

Foreign Trade Domestic Trade

Table 3-3 Indonesian Top 50 Ports for Container Traffic by Trade Flow, 2009 (000’s TEU)


32

As can be seen from Table 3-6, there seems to be a demarcation between the volume of containers at the top 6 container ports from those lower in the list. The top 6 ports are Tanjung Priok (3.9 million TEU), Tanjung Perak (1.7 million TEU), Belawan (0.9 million TEU), Tanjung Emas (0.6 million TEU), Panjang (0.3 million TEU) and Makassar (0.3 million TEU). No other Indonesian port handled much more than 100 thousand TEU in 2009. It is interesting that for Tanjung Priok, 3.1 million TEU of its total 3.9 million TEU were of containers for foreign trade (78.8 percent), whereas Tanjung Perak handled 1.2 million TEU of its total 1.7 million TEU for foreign trade (69 percent). At Makassar, nearly all of the containers handled in 2009 were for domestic trade. A longer perspective on the growth of container traffic at Indonesian ports is presented in Table 3-4 for the period of 1990 to 2009. During this period, container traffic in Indonesia increased nearly nine-fold from 1.0 million TEU in 1990 to 8.9 million TEU in 20094. The growth in container volumes is shown graphically in Figure 3-5. The corresponding average annual growth rates for container traffic at the main Indonesian ports is presented in Table 3-8 for the entire period of 1990 to 2009, and for the sub-periods of 1990 to 2000, 2000 to 2009 and 2000 to 2008. Figure 3-5 displays the growth in container traffic at the main container ports during this period. For the entire period of 1990 to 2009, container traffic at Indonesian ports increased at an average annual rate of 12.2 percent, which is very high for a 19-year period. Equally impressive is the average annual growth rate of 17.3 percent that was recorded from 1990 to 2000. For the most recent period of 2000 to 2009, the average annual growth rate has been lower but still quite robust at 6.9 percent. If one discounts the financial crisis year of 2009 and looks at the 2000 to 2008 period, the average annual growth rate was 7.3 percent.

4 There are differences between the figures reported in Table 3-6 and Table 3-7 for container traffic in 2009. For purposes of computing average annual growth rates, it was decided to use the same Pelindo-based data sources for 2009 as for other years shown in Table 3-7.


33

Port 1990 2000 2008 2009 1990-2009 1990-2000 2000-2009 2000-2008

Tanjung Priok 643,582 2,494,606 3,973,661 3,799,411 9.8 14.5 4.8 5.8

Tanjung Perak 198,135 915,000 2,213,477 1,744,300 12.1 16.5 7.4 12.3

Belawan 82,585 311,089 590,069 888,400 13.3 14.2 12.4 6.4

Tanjung Emas 37,361 262,697 468,177 576,100 15.5 21.5 9.1 7.3

Makasar 6,457 164,684 362,452 463,818 25.2 38.2 12.2 9.3

Banjarmasin 2,766 142,958 258,034 284,282 27.6 48.4 7.9 11.3

Samarinda - 68,685 167,387 266,438 - - 16.3 11.8

Pontianak 847 93,098 132,732 133,419 30.5 60.0 4.1 3.5

Panjang 19,386 76,090 106,935 104,175 9.3 14.7 3.6 4.3

Palembang 8,300 45,657 78,469 84,403 13.0 18.6 7.1 7.8

Bitung 134 66,737 105,405 61,914 38.1 86.1 (0.8) 5.9

Pekanbaru - 14,236 50,548 57,612 - - 16.8 (10.0)

Balikpapan 754 22,401 70,952 52,844 25.1 40.4 10.0 10.1

Jambi - 36,655 54,276 52,086 - - 4.0 5.8

Teluk Bayur - 12,383 48,503 47,633 - - 16.1 16.0

Batam a/ 133,345 125,000 104,200 - - (2.7) (0.9)

Jayapura - 264 30,405 25,592 - - 66.2 72.0

Sorong - 2,163 18,832 24,110 - - 30.7 23.3

Subtotal 1,000,307 4,860,585 8,836,482 8,746,627 12.1 17.1 6.7 7.4

Other ports - 67,915 45,984 224,911 - - 14.2 (4.7)

Total 1,000,307 4,928,500 8,882,466 8,971,538 12.2 17.3 6.9 7.3

a/Batam includes Batu Ampar and Kabil.

Source: Compiled by Nathan Associates Inc. from DGST, Pelindo II and other data.

Avergae annual growth rate (%)

Table 3-4 Indonesian Main Ports for Containers, Selected Years, 1990-2009 (TEU)


34

Figure 3-5 Indonesian Main Ports for Containers, Selected Years, 1990-2009 (TEU)

Legend:

1990

2000

2009

2,000,000

1,000,000

Bar Chart of indo_plabcont09

250,000

Cntnr90

Cntnr00

Cntnr08

Cntnr09


35

Figure 3-6 Major International Trade Flows for Indonesia Container Traffic 2009

Figure 3-7 Major Domestic Trade Flows for Indonesia Container Traffic 2009

1500 750

Legend (in 000 TEUs):

350 175

Legend (in 000 TEUs):


36

Figure 3-8 Major International Trade Flows for Indonesia General Cargo Traffic, 2009

Figure 3-9 Major Domestic Trade Flows for Indonesia Container Cargo Traffic, 2009

1000 500

Legend (in 000 tons):

5000 2500



37

Figure 3-10 Major International Trade Flows for Indonesia Dry Bulk Cargo 2009

Figure 3-11 Major Domestic Trade Flows for Indonesia Dry Bulk Cargo 2009

10000 5000


5000 2500



38

Figure 3-12 Major International Trade Flows for Indonesia Liquid Bulk Cargo 2009

Figure 3-13 Domestic Trade Flows for Indonesia Liquid Bulk Cargo 2009

20000 10000


10000 5000



39

Chapter 4. Forecast of Indonesian Port Traffic

4.1 Approach

First, the forecast is driven by the top-down approach, working first at the national level based on macroeconomic trends and conditions in Indonesia, the region and its trading partners (Figure 4-1). Forecasts at the national level are then assigned to individual port areas based on historical patterns adjusted for special conditions such as implementation of the economic development corridor strategy.

Figure 4-1 General Approach for Traffic Forecast

Data

• Voyage data; maritime traffic by port pair, 2009

• Socioeconomic data (GRDP, population) & port statistics• Future condition (MP3EI, specific commodity trend)

• Growth of specific commodities demand and productions

Modeling

• Commodity Type (11 types)

• Modeling Port Demand by Commodity Type Int’l & Domestic

• Alternative High ( with MP3EI accelerated growth) and Low Forecast (smaller GDP growth)

Forecast

• Future Port Demand by Commodity Type

• Assigning National Port Demand to Port Clusters

Components of trade such as international container traffic and domestic container traffic that have different determinants of growth are forecasted separately taking into consideration customized regression models developed for this study.

4.2 Containers

Due to the high rate of traffic growth and the anticipated requirement for investment in new and expanded facilities, a particular focus was placed on the development of a traffic forecast for containers. The first step was to separate Indonesian container flows into those for international trade and those for domestic trade, as the characteristics and determinants of future growth for these two trade flows are quite different.

4.2.1 Forecast of International Container Flows

Comprehensive data on the classification of container traffic between International and domestic trade flows are not publicly available. We have compiled available data from DGST and the Pelindos for the main container ports of Tanjung Priok, Tanjung Perak, Belawan, Makassar and Tanjung Emas. As was described in Chapter 3, these five container ports handled 83 percent of the total container volume in Indonesia in 2009.


40

Regression Statistics

Multiple R 0.990

R Square 0.980

Adjusted R Square 0.975

Standard Error 252,946.900

Observations 20

ANOVA

df SS MS F Significance F

Regression 4 4.74331E+13 1.18583E+13 185.3371032 1.41913E-12

Residual 15 9.59732E+11 63982134104

Total 19 4.83928E+13

Coefficients Standard Error t Stat P-value Lower 95% Upper 95%

Intercept (2,546,444.4) 674,378.4 (3.776) 0.002 -3.98E+06 (1,109,041.016)

Europe TW-GDP (553.3) 278.4 (1.987) 0.065 (1,146.803) 40.133

US TW-GDP 1,373.0 329.0 4.173 0.001 671.727 2,074.246

Indonesia GDP 19,050.0 4,996.2 3.813 0.002 8,400.881 29,699.091

China TW GDP 6.1E-06 1.6E-06 3.746 0.002 2.650E-06 9.647E-06

Source: Prepared by Nathan Associates Inc.

International container flows were forecast through 2030 based on a multiple regression model that assesses the relationship between historical international container TEU and the independent variables of trade-weighted GDP of Indonesia’s major trading partners and Indonesia’s own GDP. GDP in constant US dollars of 2000 were obtained for Indonesia, Europe, China, and the United States from the World Bank’s on-line databank for the period of 1990 to 2009. For Indonesia’s trading partners, their GDP was weighted in accordance of their share of Indonesian foreign trade in manufactured goods. The Indonesian trade data for manufactured goods was obtained from the on-line United Nations Statistics Division, Commodity Trade Statistics Database (COMTRADE) for 1990 to 2009. The resulting regression model and the statistical results are presented in Table 4-1. The model has a coefficient of determination (R-squared) of 98 percent and the variables have t-statistics of nearly 4.0 with the exception of Europe that is still significant at a value of 2.0. The regression, based on the historical container traffic volumes, implicitly takes into account trends in the propensity to trade and containerization rates of general cargo.

Table 4-1 Regression Equation and Statistics for Forecast of Indonesian International Container Traffic

To apply this regression model to develop forecasts of Indonesian international container volumes in future years, it is necessary to develop assumptions regarding the future growth of GDP for Indonesia and each of its main trading partners. We have used the real GDP growth rates projected by the International Monetary Fund (IMF) as published in the Statistical Appendix of the April 2011 issue of the World Economic


41

Region or country 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2025 2030

Europe 1.7% 1.6% 1.8% 1.8% 1.7% 1.7% 1.7% 1.8% 1.8% 1.8% 1.8% 2.0% 2.0%

US 2.8% 2.8% 2.9% 2.9% 2.8% 2.8% 2.7% 2.4% 2.4% 2.4% 2.4% 2.4% 2.4%

Indonesia 6.1% 6.2% 6.5% 6.6% 6.8% 6.9% 7.0% 6.8% 6.6% 6.4% 6.0% 5.5% 5.5%

China 10.3% 9.6% 9.5% 9.5% 9.5% 9.5% 9.5% 8.5% 8.5% 8.5% 7.5% 7.5% 7.5%

Source: IMF World Economic Outlook for 2011-2016; Nathan Associates inc. own estimates for 2016-2030.

Outlook. The IMF projections are for 2011 through 2016. From 2016 through 2030, we have assumed GDP growth rates as shown in the Table 4-2.

Table 4-2 Projected GDP Growth for Selected Regions and Countries, 2011-2030

Alternative assumptions regarding future GDP growth are developed and applied in the alternative scenarios discuss later in this chapter. Based on the regression model and these GDP projections, Table 4-3 presents the Base Case forecast of Indonesian international container traffic through 2030. International containers handled at Indonesian ports are projected to increase from 6.2 million TEU in 2009 to 10.7 million TEU in 2015 and to reach 15.7 million TEU in 2020. With continued growth through 2030, the total volume of international containers is projected to reach 29.4 million TEU that year. In terms of average annual rates of growth, from 2009 to 2015, the international container volume is projected to increase at an average rate of 9.5 percent, declining slightly to 8.0 percent from 2015 to 2020 and 6.5 percent from 2020 to 2030. From 2009 to 2020, Indonesian GDP has been projected to grow at an overall average rate of 6.5 percent, as compared to the average growth rate of international container traffic during this period of 8.8 percent. Thus the implicit elasticity of container growth relative to GDP is 1.35 which is considered to be at the lower end of expected values. Tanjung Priok in Jakarta is by far the largest container port in Indonesia for handling international containers, accounting for 50 percent of the national volume. Within Tanjung Priok, the specialized container terminal of Jakarta International Container Terminal (JICT) handles only international traffic and accounts for more than 50 percent of the international containers at Tanjung Priok. As can be seen from Table 4-4, the ratio of TEU per box handled at JICT has remained relatively flat from 2000 through 2009 at a ratio of approximately 1.5. This means that there is roughly an equal distribution of 20-foot and 40-foot boxes handled at the terminal. It would be expected that due to the efficiencies and cost-savings achieved with the handling of 40-foot containers, during the forecast period, the ratio of TEU per box would increase to 1.6 or 1.65 as experienced in other major international container ports. One of the impediments to the greater use of 40-foot containers is the narrow roads and maneuverability issues. Nonetheless, over time, it is expected those impediments would be removed or mitigated.


42

I tem 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009

TEU 1,596,366 1,265,103 1,509,013 1,502,883 1,636,290 1,470,467 1,619,495 1,821,282 1,985,781 1,676,886

Box 1,037,379 842,939 1,013,087 1,002,155 1,133,202 994,352 1,085,977 1,212,584 1,340,898 1,128,040

TEU/ Box 1.54 1.50 1.49 1.50 1.44 1.48 1.49 1.50 1.48 1.49

Source: Prepared by Nathan Associates Inc. from data provided by Pelindo II.

Table 4-3 Base Case Forecast of International Container

Traffic at Indonesian Ports, 2009-2030 (TEU)

Year TEU

2009 6,199,333

2010 6,926,383

2011 7,557,376

2012 8,248,675

2013 8,997,260

2014 9,809,023

2015 10,689,382

2016 11,644,330

2017 12,602,702

2018 13,613,965

2019 14,680,035

2020 15,727,137

2021 16,789,736

2022 17,918,258

2023 19,116,975

2024 20,390,444

2025 21,682,352

2026 23,052,639

2027 24,506,338

2028 26,048,815

2029 27,685,799

2030 29,423,403

Average Annual Growth Rate

2009-15 9.5%

2015-20 8.0%

2020-30 6.5%

Source: Nathan Associates Inc.

Table 4-4 Characteristics of Container Traffic at JICT, 2000-2009

4.2.2 Forecast of Domestic Container Flows

A regression model was also prepared to project the future volume of containers on Indonesian domestic trade flows. The model consists of a simple regression of number of domestic TEU as the dependent variable and Indonesia’s GDP in constant US$ of 2000 as the independent variable. The data for Indonesia’s GDP is the same as that used for the international container forecast described earlier.


43

Regression Statistics

Multiple R 0.926

R Square 0.857

Adjusted R Square 0.849

Standard Error 421,697.504

Observations 20

ANOVA

df SS MS F Significance F

Regression 1 1.91812E+13 1.9181E+13 107.863086 4.97275E-09

Residual 18 3.20092E+12 1.7783E+11

Total 19 2.23821E+13

Coefficients Standard Error t Stat P-value Lower 95% Upper 95%

Intercept (2,635,746) 424,646 (6.21) 0.00 (3,527,894) (1,743,597)

Indonesia GDP 24,376 2,347 10.39 0.00 19,445 29,307


The resulting regression model and the statistical results are presented in Table 4-5. The model has a correlation coefficient (R-squared) of 86 percent and the Indonesian GDP variable has t-statistic of 10.4.

Table 4-5 Regression Equation and Statistics for Forecast of Indonesian Domestic Container Traffic

The resulting Base Case forecast of Indonesian domestic container traffic is presented in Table 4-6. The volume of domestic containers is projected to increase from 2.7 million TEU in 2009 to 6.6 million TEU in 2015 and to reach 10 million TEU by 2020. In terms of average annual rate of growth, the projection results in an average rate of 15.4 percent from 2009 to 2015, 8.8 percent from 2015 to 2020 and 8.2 percent from 2020 to 2030. The high rate from 2009 to 2015 is due the fact that the volume of domestic containers in 2009 was at a depressed level. If 2009 had been a typical year, then the average growth rate from 2009 to 2015 would be around 10 percent. As mentioned earlier, it is difficult to obtain comprehensive information about the composition of container traffic in Indonesia. Table 4-7 presents data provided by Pelindo II for containers handled at its port excluding the JICT terminal. As such, this data provides an interesting look at the composition of domestic containers handled at Pelindo II ports. The ports included in this data set are Tanjung Priok (excluding JICT), Panjang, Palaembang, Teluk Bayer, Pontianak, Banten, Jambi, Sunda Kelapa, Bengalu, Balam, and Panadan.


44

Year TEU

2009 2,772,205

2010 4,049,710

2011 4,464,208

2012 4,925,705

2013 5,426,651

2014 5,970,863

2015 6,562,567

2016 7,206,449

2017 7,875,719

2018 8,569,475

2019 9,286,609

2020 10,001,951

2021 10,697,024

2022 11,430,326

2023 12,203,960

2024 13,020,144

2025 13,802,939

2026 14,624,873

2027 15,487,904

2028 16,394,086

2029 17,345,578

2030 18,344,644


2009-15 15.4%

2015-20 8.8%

2020-30 6.3%


Table 4-6 Base Case Forecast of Domestic Container

Traffic at Indonesian Ports, 2009-2030 (TEU)

As can be seen from Table 4-7, tons per TEU at these ports consistently averaged around 10 tons while the ratio of TEU per box has remained at about 1.24 from 2002 through 2009. This means that the mix of container was roughly 75 percent 20-foot containers and 25 percent 40-foot containers. The percent of TEU that are empty has averaged around 20 percent while generally ranging from 15 percent to 25 percent. For the forecast, we have assumed a national average factor of 10 tons per TEU for both international and domestic trade flows. While we believe the ratio of TEU per box will increase somewhat over time, it does not affect the container forecast in this report that are presented in terms of TEU. The ratio of TEU per box, however, is significant in assessing port capacity and investment requirements to be presented in Chapter 5.


45

-

5,000

10,000

15,000

20,000

25,000

30,000

35,000

40,000

45,000

50,000

20

09

20

10

20

11

20

12

20

13

20

14

20

15

20

16

20

17

20

18

20

19

20

20

20

21

20

22

20

23

20

24

20

25

20

26

20

27

20

28

20

29

20

30

00

0's

TEU

s

Year

Domestic

International

I tem 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009

Tons in containers (000s) 12,136 9,991 15,102 16,752 19,819 22,564 21,901 23,645 26,683 26,005

Boxes (000s)

Full 20' 424.8 388.9 660.7 780.9 991.9 1,111.4 1,094.2 1,065.4 1,115.3 1,187.8

Full 40' 209.8 177.3 230.9 259.9 321.9 402.8 370.7 384.6 427.1 424.1

Empty 20' 220.6 155.7 212.6 225.1 239.8 234.1 262.4 345.9 342.4 404.4

Empty 40' 58.4 47.6 60.7 54.4 49.0 56.0 66.2 70.1 74.2 77.6

Total 913.6 769.4 1,164.8 1,320.2 1,602.7 1,804.2 1,793.4 1,866.0 1,959.0 2,093.9

TEUs (000s) 1,180.9 994.2 1,456.4 1,634.4 1,973.6 2,262.9 2,230.3 2,320.6 2,460.4 2,595.7

Tons/TEU 10.3 10.0 10.4 10.2 10.0 10.0 9.8 10.2 10.8 10.0

TEU/Box 1.29 1.29 1.25 1.24 1.23 1.25 1.24 1.24 1.26 1.24

Percent Empty 28.6% 25.2% 22.9% 20.4% 17.1% 15.3% 17.7% 20.9% 19.9% 21.6%

Source: Prepared by Nathan Associates Inc. from data provided by Pelindo II.

Table 4-7 Characteristics of Container Traffic at Pelindo II Ports excluding JICT, 2000-2009

The combined container traffic for Indonesian international and domestic trade is presented in Figure 4-2. Total container traffic is forecast to double from 8.8 million TEU in 2009 to 17.2 million TEU in 2015 and to reach nearly 26 million TEU by 2020. This corresponds to an overall annual growth rate of 11.8 percent from 2009 to 2015 and 8.3 percent from 2015 to 2020.

Figure 4-2 Indonesian Base Case Container Forecast for Domestic and International Trade, 2009-2030 (000’s TEU)


46

The Base Case container forecast indicates the Indonesia will experience sustained high levels of container traffic growth over the next 10 years. For both domestic and international trade flows, we believe the forecasted rates of growth are justified taking into account the following considerations:

Both the Government of Indonesia and independent multilateral organizations such as the IMF are forecasting real GDP growth for Indonesia of at least 6.5-7.0 percent for the next decade.

Implementation of economic development corridors will accelerate growth and also directly affect the volume of container traffic due to

o overall higher GDP growth of at least one percent per year due to accelerated program

o policies for promoting and facilitating increased value-added will mean that commodities previously exported in bulk may soon be shifted to further processed materials and products that are traditionally shipped in containers.

Indonesia has a history of high growth of container traffic dating back to 1990.

There remains substantial potential for domestic general cargo traffic and some further international general cargo traffic to be shifted to more efficient container transport.

Favorable demographic conditions means that productive age population will continue to increase faster than overall population resulting in a larger productive workforce and lower dependency ratios.

Projected Increases in GDP per capita will generate a burgeoning middleclass that in the next 10 years could be double or triple in size. The growing middle class will have greater demand for manufactured and consumer products that are important determinants of key segments of container traffic.

The confluence of the considerations above are also mutually supporting in some respects. For example, the policy of shifting to increased value added not only affects the type of cargo to be traded but also reinforces the growth in GDP and GDP per capita and the burgeoning middle class. It is important to note that the container forecasts presented herein do not include any international transshipment traffic. There are several reasons for this. First, there is no history of Indonesian ports serving as international container transshipment hubs, as this business has been dominated by Singapore and Malaysia within the region that are located on major international trade routes and have efficient port operations developed for the transshipment market. Second, the focus of the present study is more on the development requirements of Indonesian ports to support national economic growth, and as such, on ports that accommodate Indonesian foreign and domestic trade flows. The development of an international container transshipment hub in Indonesia should be regarded as a commercial investment decision that should be implemented with private sector financing if market conditions warrant.


47

4.3 Other Cargo Types and Commodity Groups

In this section, we present the forecast for other cargo types and commodities handled at Indonesian ports. Again, the forecasts are presented separately for international and domestic trade flows. The forecast of other cargo types was not based on regression analysis due to the lack of adequate time series of port traffic by cargo type. Instead, the forecast has been prepared taking into consideration national trends in production, consumption and foreign and domestic trade for each cargo type/ commodity A discussion of the assumptions and approach used to prepare the forecast of other cargo types and commodities is presented in the sections below. Table 4-8 presents the forecast for total cargo handled at Indonesian ports by cargo type and commodity from 2009 through 2030. Total port traffic is forecast to increase from 1.0 billion tons in 2009 to 1.3 billion tons in 2015 and 1.5 billion tons in 2020. The corresponding annual average rate of growth is 4.5 percent from 2009 to 2015 and 3.7 percent from 2015 to 2020. These figures include cargo that is carried in containers. As can be seen from Table 4-8, the annual growth rates for other cargo types (with some notable exceptions) are generally less than 5 percent.

4.3.1 General Cargo

As shown in Table 4-8, the growth rates for domestic and international general cargo traffic are about one-third of those forecast for containers. This reflects the recent growth rates experienced for international general cargo traffic and the expectation that there will be further containerization of domestic general cargo. From 2009 to 2015, international general cargo is forecast to increase at an annual rate of 3 percent while domestic general cargo is forecast at an annual rate of 5 percent. During subsequent forecast periods, general cargo is still forecast to increase but at further reduced rates of growth.

4.3.2 Dry Bulk

Within the dry bulk cargo type, we discuss the forecast separately for cement, coal, iron ore, fertilizer, grains and other dry bulk.

Cement

In 2009, Indonesian cement factories produced 37 million tons of cement, 37 million tons were sold in domestic market, and 4 million tons of cement/clinker were sold in overseas markets. In 2009, utilization of production capacity of the nine Indonesian cement companies averaged 82 percent. The Indonesia Cement Association prepares forecasts cement industry sales which are forecast to increase to 49 million tons in 2015 corresponding to an average annual growth rate of 4.8 percent. JICA prepared a regression model of domestic cement sales relative to construction GDP which resulted in a forecast 113 million tons of domestic cement sales by 2030, corresponding to an average growth rate of 5.7 percent.


48

Type of cargo Foreign Domestic Total Foreign Domestic Total Foreign Domestic Total Foreign Domestic Total

General Cargo 32,840 110,859 143,699 39,213 148,562 187,775 43,294 180,748 224,043 50,245 242,911 293,155

Container 61,000 27,223 88,222 106,894 65,626 172,519 157,271 100,020 257,291 294,234 183,446 477,680

Dry Bulk 312,852 247,514 560,366 328,918 342,135 671,053 310,318 438,906 749,224 284,436 675,731 960,167

Cement 144 14,941 15,085 6,700 21,925 28,625 8,757 28,655 37,411 14,264 48,947 63,210

Coal 279,303 139,349 418,652 279,303 203,330 482,633 250,000 272,101 522,101 200,000 443,224 643,224

Iron Ore 10,531 91 10,623 13,714 400 14,114 16,686 1,000 17,686 23,537 2,000 25,537

Fertilizer 5,162 30,665 35,828 7,323 39,934 47,257 9,346 48,586 57,932 14,514 68,536 83,050

Grain 3,832 2,343 6,175 4,316 2,639 6,954 4,672 2,885 7,557 5,422 3,348 8,770

Other Dry Bulk 13,879 60,124 74,003 17,562 73,907 91,469 20,858 85,679 106,537 26,700 109,676 136,376

Liquid Bulk 136,723 39,349 176,072 178,042 52,718 230,759 216,653 65,700 282,353 315,952 97,252 413,204

Petroleum & Products 91,110 385 91,495 118,649 501 119,151 144,355 610 144,965 213,681 903 214,584

CPO 22,438 38,485 60,923 30,069 51,574 81,643 37,471 64,271 101,742 55,467 95,136 150,603

Other Liquid Bulk 23,175 479 23,654 29,323 642 29,965 34,827 819 35,646 46,805 1,213 48,017

Total 543,415 424,946 968,361 653,066 609,040 1,262,107 727,537 785,374 1,512,911 944,867 1,199,340 2,144,207

Average annual growth rate (%)

General Cargo - - - 3.0 5.0 4.6 2.0 4.0 3.6 1.5 3.0 2.7

Container - - - 9.8 15.8 11.8 8.0 8.8 8.3 6.5 6.3 6.4

Dry Bulk - - - 0.8 5.5 3.0 (1.2) 5.1 2.2 (0.9) 4.4 2.5

Cement - - - 89.7 6.6 11.3 5.5 5.5 5.5 5.0 5.5 5.4

Coal - - - - 6.5 2.4 (2.2) 6.0 1.6 (2.2) 5.0 2.1

Iron Ore - - - 4.5 27.9 4.9 4.0 20.1 4.6 3.5 7.2 3.7

Fertilizer - - - 6.0 4.5 4.7 5.0 4.0 4.2 4.5 3.5 3.7

Grain - - - 2.0 2.0 2.0 1.6 1.8 1.7 1.5 1.5 1.5

Other Dry Bulk - - - 4.0 3.5 3.6 3.5 3.0 3.1 2.5 2.5 2.5

Liquid Bulk - - -

Petroleum & Products - - - 4.5 4.5 4.5 4.0 4.0 4.0 4.0 4.0 4.0

CPO - - - 5.0 5.0 5.0 4.5 4.5 4.5 4.0 4.0 4.0

Other Liquid Bulk - - - 4.0 5.0 4.0 3.5 5.0 3.5 3.0 4.0 3.0

Total - - - 3.1 6.2 4.5 2.2 5.2 3.7 2.6 4.3 3.5

Source: Prepared by Nathan Associates Inc. as described in text.

2020

Type of Trade

2030

Type of TradeType of Trade

2009 2015

Type of Trade

Table 4-8 Base Case Forecast of Total Cargo Handled at Indonesian Ports, 2009-2030 (000’s tons)

In order to increase the utilization rate of the manufacturing plants, Indonesian cement companies expanded overseas markets after the economic crisis in 1998 and about 7 to 9 million tons of cement/clinker, which were nearly 20 percent of the production capacity, were annually exported to overseas market. With the increase of the domestic demand, export volume decreased significantly, and in 2009 the export volume of cement/clinker dropped to 4 million tons, which were equivalent to 8.4 percent of the total production capacity. Considering these situations surrounding the Indonesian cement market, JICA study team assumed that 5 percent of the cement production capacity will be sold to overseas markets in the form of cement and clinker.


49

Coal

Indonesia is one of the world leading producers of coal and leads the world in exports of thermal coal. In 2010, coal production in Indonesia totaled 325 million tons, of which 265 million tons were exported and 60 million tons were consumed domestically. Trends in Indonesian coal production, exports and domestic consumption from 1996 to 2010 is shown in Figure 4-3.

Figure 4-3 Indonesian Coal Production, Exports and Domestic Consumption, 1996-2010 (million tons)

The Government of Indonesia has a policy to encourage further consumption of coal as an energy source as part of its overall energy strategy to diversify from crude petroleum and petroleum products. Also, the further development of the coal sector in Indonesia is a priority of the MP3EI. Potential areas of expansion in Central Kalimantan and inland locations in Sumatera will require development of costly inland transportation systems. It is expected that until such inland transport systems are developed, coal production in Indonesia will increase modestly at an annual rate of 2.4 percent. As domestic consumption increases with the implementation of the national energy policy, Indonesian exports of coal are expected to remain flat or decline slightly. Obviously, major new investments in inland transport system and coal production will also require additional port capacity for the shipment of coal. Those considerations are included in the High Growth traffic scenario.


50

Iron Ore

Large quantities of iron ore reserves are located in Kalimantan. However, the national iron ore production is mostly exported and not used in domestic steelmaking as Indonesia does not currently process iron ore into sponge iron or iron pellet. As such, and also due to the ferrous content of the iron ore, the domestic steel company PT. Krakatau Steel imports iron ore from Chile, Brazil and other countries. Hence, Indonesian port traffic for iron ore is in foreign trade, both for imports and exports. Iron ore port traffic is forecast to increase at an annual rate of 4.9 percent from 2009 to 2015 and 4.6 percent from 2015 to 2020 reflecting the increased demand for steel domestically and the resulting requirement for increased iron ore imports as well as modest increases in iron ore production and exports. It is possible that, due to the policy of increasing value added, Indonesia may develop an iron ore processing facility and shipped exports as pellets or sponge iron. This would remain, however, a dry bulk cargo.

Fertilizer

The increased use of fertilizer in Indonesian agriculture is a significant component of the MP3EI plans for increasing yields of Indonesian principal crops. In 2011, Indonesian production of urea fertilizer is estimated at 7.1 million tons, about 81 percent of the estimated production capacity of 8.8 million tons. Other major types of fertilizer produced in Indonesia are ammonia-based products and nitrogen-phosphorous and potassium (NPK) products. Information on the number and capacity of Indonesian fertilizer plants in 2010 is shown in Table 4-9 below, while Figure 4-4 presents the location and capacity of urea fertilizer plants. Fertilizer port traffic is forecast to increase at an annual rate of 4.7 percent from 2009 to 2015 and by 4.2 percent from 2015 to 2020.

Grains

Grain traffic handled at Indonesian ports consists of foreign imports of wheat and other grains and domestic shipments of rice, corn and other common crops. The major grain that is imported is wheat. Presently Indonesian imports a total of about four and a half million tons of wheat annually, and more than half are passing through Tanjung Priok. Historical trends of Indonesian import of wheat were obtained by JICA from the FAO statistics, and its future volume was forecast by a regression model, in which total population in Indonesia served as a regressor (R=0.90). JICA forecast that Indonesia will import a total of about 7 million tons of wheat in 2030 as both population and per capita GDP increase. Currently Indonesia’s per capita wheat flour consumption is around 15kg/capita, and the forecast above results in around 20 kg/capita in 2030 compared to 71 kg per capita in Singapore and 40 kg per capita in Malaysia in 2002.


51

Table 4-9 Indonesian Fertilizer Plants and Annual Capacity (000’s ton)

Source: Indonesia Fertilizer Producers Association (APPI), Presentation on APPI Experience, Kota Kinabalu, Malaysia, Dec 8-10, 2009.

Figure 4-4 Indonesian Urea Plants and Annual Capacity, 2010 (000’s tons)

Source: Indonesia Fertilizer Producers Association (APPI), Presentation on APPI Experience, Kota Kinbalu, Malaysia, Dec 8-10, 2009


52

Other Dry Bulk

Other dry bulk commodities include other ores and minerals, sand and aggregates used for construction, chemical products, iron and steel and forestry products. This category of port traffic is forecast to increase at an average annual rate of 3.6 percent from 2009 to 2015 and 3.1 percent from 2015 to 2020.

4.3.3 Liquid Bulk

Within the liquid bulk cargo type, we discuss the forecast separately for petroleum and petroleum products, CPO and other liquid bulk.

Petroleum and Petroleum Products

Indonesia is currently a net importer of both crude oil and refined products. Indonesia's crude oil production has been declining since 1998, due to the maturation of the country's largest oil fields and failure to develop new, comparable resources. Indonesia was a member of the Organization of Petroleum Exporting Countries (OPEC) from 1962 to 2009. In 2004, the country became a net oil importer (see Figure 4-5) and in January 2009, suspended its OPEC membership. The Indonesian government announced a basic policy on energy through presidential decree No. 05 of Year 2006 and Blue Print: National Energy Policy 2006 – 2025. According to the government policies, the share of petroleum shall decrease from 54.5 percent in 2005 to 20 percent in 2025 while that of coal shall increase to 33 percent from 16.8 percent at present. Sales of petroleum in the domestic market and import volume of petroleum product have been decreasing since 2004.

Figure 4-5 Indonesian Crude Oil Production and Consumption, 1999-2009

.


53

The Technical Report on the Development of the National Port Master Plan prepared a forecast of future petroleum port volumes taking into consideration:

Crude oil production has been falling consistently since 1990 and at an escalating rate in recent years. Although the average rate of decline between 1996 and 2008 was 3.8 percent, year‐to‐year declines have been 4 percent to 5 percent in most recent years. Increasing rates of decline are a common feature in mature oil fields such as Indonesia’s. They projected crude oil production to decline at 4 percent a year between 2009 and 2030.

Crude oil exports have fallen at 6 percent a year over 1996 to 2008 but have been stable in recent years. We projected these exports to continue to decline, but at a modest rate of 1 percent a year.

Crude oil imports have been falling slowly in recent years. They projected these imports to continue to decline at a modest rate of 1 percent a year. Because crude oil imports are projected to decline at 1 percent a year, we used the same rate of decline for product exports.

Apparent domestic demand increased slowly between 1996 and 2008, at about 1 percent a year. Indonesian consumption figures from the U.S. Department of Energy for the same period increased at 2.5 percent a year. Before the oil subsidy reduction in 2005, typical year‐to‐year growth rates in consumption were between 5 percent and 7 percent.

We expect generally a low growth rate in future because of the probable removal of fuel subsidies and the likely high world price of crude oil in the long term, perhaps US$100 a barrel in today’s dollars. Under these circumstances, petroleum demand in Indonesia will increase but at a modest rate. The factors affecting demand will be increasing population and rising per capita incomes. They estimated that demand will grow at 3.0 percent a year between 2009 and 2030.

Crude Palm Oil (CPO)

Indonesia is the largest producer of palm oil in the world with 19.5 million tons in 2009. Malaysia is a close second at 17.5 million tons in 2009. Together these two countries account for about 82 percent of global CPO production. Crude palm oil is an important commodity highlighted in the MP3EI for the economic corridors of Sumatra and Kalimantan. More than 70 percent of Indonesian CPO production area is in Sumatra, although in recent years, the production area in Kalimantan has been growing rapidly. In 2009, Sumatra had approximately five million hectares of palm oil plantations, of which 75 percent were mature plantations. However, further expansion of palm oil plantations in both Sumatra and Kalimantan is limited due to environmental consideration. Hence, the strategy is to improve palm oil yields that are substantially below those achieved in Malaysia. According to the MP3EI report, the low productivity for small holders is primarily caused by:


54

Scenario 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2025 2030

High Growth

Europe 1.7 2.0 2.2 2.3 2.4 2.4 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.3

US 2.8 3.3 2.9 3.1 3.2 3.4 3.5 3.0 3.0 3.0 3.0 2.7 2.7 2.7

Indonesia 6.1 6.2 7.0 7.1 7.3 7.4 7.5 7.5 7.5 7.5 7.0 7.0 7.0 6.5

China 10.3 10.0 10.0 10.0 10.0 10.0 10.0 8.5 8.5 8.5 8.0 7.5 7.5 7.5

Base Case

Europe 1.7 1.6 1.8 1.8 1.7 1.7 1.7 1.8 1.8 1.8 1.8 2.0 2.0 2.0

US 2.8 2.8 2.9 2.9 2.8 2.8 2.7 2.4 2.4 2.4 2.4 2.4 2.4 2.4

Indonesia 6.1 6.2 6.5 6.6 6.8 6.9 7.0 6.8 6.6 6.4 6.0 5.5 5.5 5.5

China 10.3 9.6 9.5 9.5 9.5 9.5 9.5 8.5 8.5 8.5 7.5 7.5 7.5 7.5

Low Growth

Europe 1.7 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5

US 2.8 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.0 2.0 2.0 2.0

Indonesia 6.1 6.2 6.0 6.0 6.0 6.0 6.0 5.5 5.5 5.5 5.0 5.0 5.0 4.5

China 10.3 9.6 8.5 8.5 8.5 8.5 8.0 8.0 8.0 8.0 8.0 7.5 7.5 6.5


Use of low quality seeds. Research shows that the use of higher quality seeds can increase yields by up to 47 percent from current levels;

Inadequate use of fertilizer due to high prices for fertilizers;

Time between Fresh Fruit Bunches (FFB) to the old mill (above 48 hours) decreases the productivity of CPO produced.

Given the importance of CPO to the economic corridor goals and objectives for Sumatra and Kalimantan, it is believed that CPO production and shipments will increase at an average annual rate of 5.0 percent from 2009 to 2015 and 4.5 percent from 2015 to 2020, based on the assumption that new areas being brought under production are limited. The rate of growth for CPO production is thus assumed to be approximately equal to the long-term growth rate of global CPO demand.

Other Liquid Bulk

Other liquid bulk products include chemical products and other edible oils and products, such as vegetable oil and molasses. These other liquid bulk products are shipped as international trade and consist roughly of 60 percent exports and 40 percent imports. Indonesian port traffic of other liquid bulk products is forecast to increase at an average annual rate of 4.0 percent from 2009 to 2015 and by 3.5 percent from 2015 to 2020.

4.4 Alternative Traffic Scenarios

In this section, we present the forecasts of Indonesian port traffic through 2030 for alternative assumptions regarding macroeconomic assumptions for Indonesia and trade partners. The alternative GDP growth rates used for the three scenarios is presented in Table 4-10 below.

Table 4-10 GDP Growth Assumptions for Alternative Traffic Scenarios, 2010-2030 (%)


55

Year InternationalDomestic Total InternationalDomestic Total InternationalDomestic Total

2009 6.199 2.772 8.972 6.199 2.772 8.972 6.199 2.772 8.972

2010 6.926 4.050 10.976 6.926 4.050 10.976 6.926 4.050 10.976

2011 7.548 4.464 12.012 7.557 4.464 12.022 7.577 4.464 12.041

2012 8.172 4.890 13.062 8.249 4.926 13.174 8.308 4.961 13.269

2013 8.838 5.342 14.180 8.997 5.427 14.424 9.107 5.502 14.609

2014 9.549 5.820 15.370 9.809 5.971 15.780 9.981 6.093 16.073

2015 10.308 6.328 16.636 10.689 6.563 17.252 10.937 6.736 17.673

2016 11.099 6.866 17.965 11.644 7.206 18.851 11.984 7.439 19.423

2017 11.904 7.388 19.293 12.603 7.876 20.478 13.033 8.195 21.228

2018 12.761 7.939 20.701 13.614 8.569 22.183 14.161 9.007 23.168

2019 13.673 8.521 22.194 14.680 9.287 23.967 15.375 9.880 25.255

2020 14.585 9.079 23.664 15.727 10.002 25.729 16.603 10.756 27.359

2021 15.527 9.665 25.191 16.790 10.697 27.487 17.883 11.694 29.577

2022 16.524 10.280 26.804 17.918 11.430 29.349 19.252 12.697 31.949

2023 17.582 10.925 28.508 19.117 12.204 31.321 20.716 13.770 34.486

2024 18.704 11.604 30.307 20.390 13.020 33.411 22.282 14.919 37.201

2025 19.894 12.316 32.209 21.682 13.803 35.485 23.958 16.147 40.106

2026 21.014 12.988 34.003 23.053 14.625 37.678 25.678 17.368 43.046

2027 22.195 13.691 35.887 24.506 15.488 39.994 27.513 18.669 46.182

2028 23.439 14.426 37.865 26.049 16.394 42.443 29.472 20.053 49.525

2029 24.750 15.194 39.944 27.686 17.346 45.031 31.563 21.528 53.091

2030 26.132 15.996 42.128 29.423 18.345 47.768 33.790 23.099 56.889


2009-15 8,8% 14,7% 10,8% 9,5% 15,4% 11,5% 9,9% 15,9% 12,0%

2015-20 7,2% 7,5% 7,3% 8,0% 8,8% 8,3% 8,7% 9,8% 9,1%

2020-30 6,0% 5,8% 5,9% 6,5% 6,3% 6,4% 7,4% 7,9% 7,6%


Low Growth Base Case High Growth

Using the same regression models as the Base Case Scenario, forecasts of international and domestic container traffic were prepared after applying the trade-weighted GDP for each region/ country. As can be seen from Table 4-11, under the High Growth Scenario total Indonesian container traffic would reach 57 million TEU by 2030 as compared to 48 million forecasts for the Base Case Scenario and 42 million for the Low Growth Scenario. Figure 4-6 presents the forecasts for total container trade for the three scenarios graphically.

Table 4-11 Indonesian Container Traffic under Alternative Growth Scenario, 2009-2030 (000’s TEU)


56

-

10,000

20,000

30,000

40,000

50,000

60,000

2015 2020 2025 2030

00

0's

TEU

s

Year

Low Growth

Base Case

High Growth

Figure 4-6 Forecast of Indonesian Total Container Traffic under Alternative Growth Scenarios, 2015-2030 (000’s TEU)

Figure 4-7 presents the forecast of total Indonesian traffic by cargo type for the three scenarios. Total traffic is forecast to reach 2.7 billion tons by 2030 for the High Growth Scenario as compared to 2.1 billion tons in the Base Case Scenario and 1.8 billion tons in the Low Growth Scenario.

Figure 4-7 Forecast of Total Indonesian Port Traffic by Cargo Type Under Alternative Growth Scenarios, 2015-2030 (000’s tons)


57


General Cargo 32,840 110,859 143,699 40,369 152,858 193,226 46,799 190,488 237,287 59,906 268,703 328,609

Container 61,000 27,223 88,222 109,370 67,360 176,730 166,030 107,560 273,590 337,900 230,990 568,890

Dry Bulk 312,852 255,914 568,766 503,082 346,293 849,375 575,209 449,686 1,024,895 758,098 634,983 1,393,081

Cement 144 14,941 15,085 6,706 22,676 29,382 9,188 30,345 39,533 15,694 53,327 69,021

Coal 279,303 139,349 418,652 314,541 203,330 517,871 330,586 272,101 602,687 365,172 365,681 730,854

Iron Ore 10,531 91 10,623 151,783 400 152,184 198,375 1,000 199,375 323,131 2,479 325,611

Fertilizer 5,162 30,665 35,828 7,532 41,095 48,627 9,845 52,448 62,293 16,036 85,433 101,468

Grain 3,832 2,343 6,175 4,444 2,717 7,161 4,907 3,000 7,907 5,981 3,657 9,638

Other Dry Bulk 13,879 60,124 74,003 18,075 76,076 94,150 22,309 90,791 113,101 32,083 124,406 156,489

Liquid Bulk 136,723 39,349 176,072 184,105 55,769 239,873 231,466 74,563 306,029 360,024 121,407 481,430

Petroleum & Products 91,110 385 91,495 122,097 516 122,612 152,155 643 152,797 236,291 998 237,290

CPO 22,438 38,485 60,923 31,829 54,592 86,421 42,594 73,057 115,651 69,381 119,002 188,383

Other Liquid Bulk 23,175 479 23,654 30,179 661 30,840 36,718 863 37,581 54,352 1,406 55,758

Total 543,415 433,346 976,761 836,925 622,280 1,459,205 1,019,504 822,298 1,841,802 1,515,928 1,256,082 2,772,010

Average annual growth rate (%)

General Cargo - - - 3.5 5.5 5.1 3.0 4.5 4.2 2.5 3.5 3.3

Container - - - 10.2 16.3 12.3 8.7 9.8 9.1 7.4 7.9 7.6

Dry Bulk - - - 8.2 5.2 6.9 2.7 5.4 3.8 2.8 3.5 3.1

Cement - - - 89.7 7.2 11.8 6.5 6.0 6.1 5.5 5.8 5.7

Coal - - - 2.0 6.5 3.6 1.0 6.0 3.1 1.0 3.0 1.9

Iron Ore - - - 56.0 27.9 55.8 5.5 20.1 5.6 5.0 9.5 5.0

Fertilizer - - - 6.5 5.0 5.2 5.5 5.0 5.1 5.0 5.0 5.0

Grain - - - 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0 2.0

Other Dry Bulk - - - 4.5 4.0 4.1 4.3 3.6 3.7 3.7 3.2 3.3

Liquid Bulk - - -

Petroleum & Products - - - 5.0 5.0 5.0 4.5 4.5 4.5 4.5 4.5 4.5

CPO - - - 6.0 6.0 6.0 6.0 6.0 6.0 5.0 5.0 5.0

Other Liquid Bulk - - - 4.5 5.5 4.5 4.0 5.5 4.0 4.0 5.0 4.0

Total - - - 7.5 6.2 6.9 4.0 5.7 4.8 4.0 4.3 4.2

Source: Prepared by Nathan Associates Inc. as described in text.

2009 2015 2020 2030

Type of Trade Type of Trade Type of Trade Type of Trade

Table 4-12 and Table 4-13 provide further detail regarding the alternative traffic forecast by cargo type for the High Growth Scenario and Low Growth Scenario, respectively.

Table 4-12 High Growth Scenario Forecast of Total Cargo Handled at Indonesian Ports, 2009-2030 (000’s tons)


58

Table 4-13 Low Growth Scenario Forecast of Total Cargo Handled at Indonesian Ports, 2009-2030 (000’s tons)

4.5 Implications of Indonesian Port Traffic Forecast for 2009-2030

The Indonesian port traffic forecast presented in this report has a number of key implications that need to be considered for the future development of the national port system. These include:

By 2020 Indonesia container traffic will be more than double 2009 volumes and will double again by 2030.

New and expanded container terminals are urgently required in many locations.

Increased container volumes will likely lead to a need for new container hub ports such as in Kuala Tanjung and bulk facilities at Balikpapan/ Maloy5. Feasibility of development of a new container hub ports needs further study.

5 These container hub ports will more likely serve as domestic container distribution centers to other Indonesian ports, rather than handle international transshipment containers.


General Cargo 32,840 110,859 143,699 36,983 140,272 177,256 40,434 166,600 207,033 46,009 203,084 249,092 Container 61,000 27,223 88,222 103,080 63,280 166,360 145,850 90,790 236,640 261,320 159,960 421,280 Dry Bulk 312,852 255,914 568,766 289,314 314,218 603,532 261,307 385,699 647,005 217,576 545,654 763,230

Cement 144 14,941 15,085 182 19,458 19,640 227 24,248 24,475 352 37,656 38,008 Coal 279,303 139,349 418,652 247,419 181,468 428,887 212,467 231,605 444,072 156,678 342,832 499,510 Iron Ore 10,531 91 10,623 13,714 123 13,837 16,288 156 16,445 19,855 267 20,123 Fertilizer 5,162 30,665 35,828 6,723 38,802 45,524 8,101 46,084 54,185 11,427 63,146 74,573 Grain 3,832 2,343 6,175 4,215 2,577 6,792 4,541 2,776 7,317 5,270 3,222 8,492 Other Dry Bulk 13,879 60,124 74,003 17,061 71,791 88,852 19,683 80,829 100,512 23,993 98,530 122,524

Liquid Bulk 136,723 39,349 176,072 172,491 50,354 222,846 206,052 59,813 265,866 284,072 80,423 364,496 Petroleum & Products 91,110 385 91,495 115,284 487 115,771 138,917 587 139,504 195,956 828 196,784 CPO 22,438 38,485 60,923 28,720 49,261 77,981 34,111 58,507 92,617 45,842 78,628 124,470 Other Liquid Bulk 23,175 479 23,654 28,488 606 29,094 33,025 720 33,745 42,275 968 43,242

Total 543,415 433,346 976,761 601,869 568,125 1,169,994 653,643 702,902 1,356,544 808,977 989,121 1,798,098

Average annual growth rate (%) General Cargo - - - 2.0 4.0 3.6 1.8 3.5 3.2 1.3 2.0 1.9 Container - - - 9.1 15.1 11.2 7.2 7.5 7.3 6.0 5.8 5.9

Dry Bulk - - - (1.3) 3.5 1.0 (2.0) 4.2 1.4 (1.8) 3.5 1.7 Cement - - - 4.0 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Coal - - - (2.0) 4.5 0.4 (3.0) 5.0 0.7 (3.0) 4.0 1.2 Iron Ore - - - 4.5 5.0 4.5 3.5 5.0 3.5 2.0 5.5 2.0 Fertilizer - - - 4.5 4.0 4.0 3.8 3.5 3.5 3.5 3.2 3.2 Grain - - - 1.6 1.6 1.6 1.5 1.5 1.5 1.5 1.5 1.5 Other Dry Bulk - - - 3.5 3.0 3.1 2.9 2.4 2.5 2.0 2.0 2.0

Liquid Bulk - - - Petroleum & Products - - - 4.0 4.0 4.0 3.8 3.8 3.8 3.5 3.5 3.5 CPO - - - 4.2 4.2 4.2 3.5 3.5 3.5 3.0 3.0 3.0 Other Liquid Bulk - - - 3.5 4.0 3.5 3.0 3.5 3.0 2.5 3.0 2.5

Total - - - 1.7 4.6 3.1 1.7 4.3 3.0 2.2 3.5 2.9

2009 2015 2020 2030 Type of Trade Type of Trade Type of Trade Type of Trade


59

Slower growth of dry and liquid bulk traffic means that total cargo tonnage will only increase by 50 percent by 2020 and another 50 percent by 2030.

Additional bulk port capacity will be needed in some locations and may be undertaken by the private sector.

The high rates of forecast traffic growth should serve as an important opportunity for Indonesia to expand and modernize it ports system to meet the coming demand and to enhance competitiveness with other nations and regions.


60

Chapter 5. Port Location and Development Plan

This chapter presents the investment requirements prepared for Indonesian port system through 2030. It builds upon the information on historic port traffic and operational performance presented in Chapter 3 and the projections of port traffic through 2030 presented in Chapter 4.

5.1 Approach and Methodology

The approach of estimating Indonesia’s port sector investment requirements through 2030 using the most rigorous methodology feasible taking into account the quantity and accuracy of data, port master planning and investment prioritization assignments. Identification of port development requirement, first of all, will be based on port capacity aassessment approach. Because of port demand projection in national level, the port capacity approach is lack of detailed development scheme in individual port level. Therefore, it will be adopted also port development program proposed by Pelindo as main port operator in Indonesia, as far as the projects are still in line with the government policy. The identification of port development requirement will therefore follow development scenario approach based on government policy. The government policy which will be considered are: (a) Prioritized Actions for Connectivity and Port Infrastructure Development to Support the Program of Indonesia Economic Corridor 2030, (b) Blueprint of Multimodal Transport/ Intermodal Transportation to support National Logistic System, (c) Strategic port development target, such as promoting international hub port6 (in Kuala Tanjung, Batam, Bitung or Sorong ), national heritage port and maritime centre (Sunda Kelapa) and tourism port (Benoa Bali) and terminal passenger/ cruise ship in Tanah Ampo Bali.

The methodology employed consisted of the following steps listed in Figure 5-1.

5.2 Port Facilities and Capacity Assessment

In this section, we present an analysis of the capacity of existing facilities at Indonesia’s main ports and a comparison of estimated capacity with forecasted traffic through 2030. Physical requirements for additional port facilities are identified and the corresponding investment requirements are estimated.

6 Subject to further feasibility studies


61

Figure 5-1 Investment Requirement Methodology

Step 1 Collect and analyze information on existing and planned port facilities, and separate terminal

Step 2 Review cargo handling productivity and estimate terminal capacity, and compare with existing throughput (calculate capacity utilization)

Step 3 Identify potential for productivity improvements over time due to improved operations and more and higher capacity equipments, and recalculate terminal capacity based on assumed productivity increases.

Step 4 Estimate additional facilities based on projected port demand and recalculated port capacity.

Step 5 Identification of port development requirement, by combining the estimation additional port facilities based on capacity approach, and the port development scenario proposed by port operator, and accommodating the action plan specified on Sislognas blueprint and MP3EI document.

Step 6 Estimate investment required for identified port development (in specific development phase), using unit cost for construction of main port facilities or unit cost based port capacity. Allocate also investment requirement for other small ports.

Step 7 Estimate indicative funding requirement, by identify potential for private sector investment (i.e. commercial terminal) and requirement for public investment (other terminal, basic infrastructures, lands)

As described in Chapter 4, international and domestic container traffic is projected to experience the highest rate of growth during the forecast period through 2030. As such, the principal focus of this chapter is on assessing the investment requirements for expanded and new container facilities. However, in order to have a complete profile of Indonesia’s port sector investment requirements, the; requirements for CPO, petroleum and other cargoes are summarized incorporated from the DWA analysis presented in IndII 2010 Technical Report on the Development of the National Port Master Plan.

5.2.1 Container and General Cargo Port Facilities

The NPMP Revision Team collected information on container and general cargo port facilities from several sources. The primary source was an inventory of port facilities provided by DGST, organized by region and province. This inventory included current data on berth length and depth for each port and specific facilities within the port. Other information was obtained from a 2006 compendium of information on Indonesia’s main ports and summaries for 26 ports presented by DWA in the 2010 IndII Technical Report on the Development of the National Port Master Plan. We compiled and compared information on general cargo and container terminal berth length and depth; however, information on depth did not appear up-to-date or accurate and was not used in the analysis.


62

Table 5-1 presents information collected on container and general cargo facilities at 22 main Indonesian container ports. The ports are grouped by region that corresponds to economic development corridors used in the MP3EI.

Table 5-1 Container and General Cargo Berth Facilities at Selected Indonesian Ports, 2011 (meters)

Total

North Sumatera

Belawan/Kuala Tanjung 850 242 2,180 3,272

Teluk Bayur 222 - 838 1,060

Pekanbaru - 181 181 362

Batam - 428 1,714 2,142

West Kalimantan

Pontianak 405 - 422 827

South Sumatera

Palembang 266 - 475 741

Panjang 848 532 1,380

Jambi - 88 350 438

East-South Kalimantan

Balikpapan - 98 491 589

Samarinda - 234 703 937

Banjarmasin 240 - 625 865

South Sulawesi

Makassar 850 210 735 1,795

Java

Tg. Perak 1,870 235 7,281 9,385

Tg. Emas 495 494 577 1,566

Tg. Priok 3,308 800 5,845 9,953

Bali- NT

Benoa - 41 206 247

The East

Bitung 225 - 1,187 1,412

Jayapura - 86 128 214

Merauke - 102 152 254

Ambon - 58 851 909

Pantoloan - 30 573 603

Sorong - 85 226 310

Total above ports 9,579 3,411 26,272 39,261

Source: Nathan Associates Inc. as described in text.

Container

ConventionalConventionalTPKRegion and port

General Cargo

Total Container


63

There are 11 Indonesian ports that have specialized container terminals with total berth length of 9.6 km. Another 3.4 km of conventional berths are estimated to be used at the main Indonesian container ports listed in Table 5-2. Those ports also have conventional berths for general cargo that total 26.3 km. Tanjung Priok has the most berth facilities dedicated to container operations at 3,308 m followed by Tanjung Perak at 1,870 m. The ports of Belawan, Makassar and Panjang each have approximately 860 m of berths of specialized container terminals. These 22 ports handled 8.7 million TEU in 2009 or 98 percent of Indonesia’s total container traffic. The location of each port and the container traffic volumes for 2009 and forecast through 2030 is presented graphically in Figure 5-2. The forecast of general cargo and container traffic from 2009 to 2030 is also shown in Table 5-2.

Table 5-2 General Cargo and Container Traffic Forecast at Main Indonesian Container Ports, 2009-2030 (Base Scenario)

2009 2015 2020 2030 2009 2015 2020 2030

North Sumatera

Belawan/Kuala Tanjung 4,062.8 5,309.0 6,334.4 8,288.4 888.4 1,737.3 2,591.0 4,810.4

Teluk Bayur 927.4 1,211.8 1,445.9 1,891.9 42.1 82.3 122.7 227.7

Pekanbaru 229.7 300.2 358.2 468.7 73.1 143.0 213.3 396.0

Batam 2,305.8 3,013.0 3,594.9 4,703.9 104.2 203.7 303.8 564.0

West Kalimantan

Pontianak 338.8 442.7 528.2 691.1 99.2 194.1 289.4 537.4

South Sumatera

Palembang 296.1 386.9 461.7 604.1 62.0 121.2 180.8 335.7

Panjang 760.4 993.7 1,185.6 1,551.3 301.7 590.0 880.0 1,633.7

Jambi 140.8 183.9 219.5 287.2 32.0 62.5 93.2 173.0


Balikpapan 924.7 1,208.3 1,441.7 1,886.4 38.1 74.5 111.1 206.2

Samarinda 639.0 835.0 996.3 1,303.7 95.0 185.9 277.2 514.6

Banjarmasin 809.4 1,057.6 1,261.9 1,651.2 118.0 230.8 344.1 638.9

South Sulawesi

Makassar 1,166.1 1,523.8 1,818.1 2,379.0 456.2 892.0 1,330.4 2,469.9

Java

Tg. Perak 3,763.7 4,918.1 5,867.9 7,678.1 1,744.3 3,411.1 5,087.2 9,444.7

Tg. Emas 703.9 919.8 1,097.4 1,436.0 575.2 1,124.9 1,677.6 3,114.6

Tg. Priok 6,686.0 8,736.7 10,424.1 13,639.8 3,922.8 7,671.0 11,440.4 21,239.9

Bali- NT

Benoa 10.0 13.0 15.6 20.3 5.7 11.2 16.7 31.0

The East

Bitung 1,043.2 1,363.1 1,626.5 2,128.3 62.6 122.3 182.5 338.8

Jayapura 63.7 83.3 99.4 130.0 27.8 54.4 81.1 150.5

Merauke 100.8 131.7 157.2 205.7 10.1 19.8 29.5 54.8

Ambon 307.4 401.6 479.2 627.8 15.2 29.8 44.4 82.5

Pantoloan 10.9 14.3 17.0 22.3 3.4 6.6 9.9 18.4

Sorong 319.3 417.3 497.8 651.4 22.0 42.9 64.0 118.9

Total above ports 25,610 33,465 39,929 52,247 8,699 17,011 25,370 47,102


Region and port

GenCar (000 tons) Container (000 TEU)


64

Figure 5-2 Location and Forecasted Container Traffic at Main Indonesian Container Ports, 2009-2030 (TEU)


65

Port Productivity Factors

The common methodology for calculating capacity of container terminals is based on separating the terminals into its main components, calculating the capacities of each, and identifying the most constraining one as that of the entire terminals. Typically, the main terminal components include:

Berth (Pier, Dock) – where ships are moored and shore cranes transfer containers between ship-board and shore (first point of rest);

Container Yard (container yard)– where containers are transported to/from ship-side are temporary stored and trucks and railcars are loaded/unloaded; and

Gate – where containers, trucks and railcars are processed underway to/from the terminal, including pre-gate parking for trucks.

Sometimes the list above is expanded to include three additional components outside the terminal: the access channel and turning basin on the water side, and the road and rail connections to the hinterland on the land side. The capacity of the container terminal is determined by its most restricted component (“bottleneck”). In most port areas worldwide, there is acute shortage of waterfront area. Hence, the container yard, which typically consumes about 70 – 80 percent of the waterfront area, is the most restricting component and the determining component of the overall terminal capacity. The gate usually does not restrict capacity since it consumes relatively small land area. Also, in some cases, the gate and the pre-gate parking area can be located away from the waterfront area where there is plenty of land. The berth, despite being the most expensive terminal component, usually has a much larger capacity than the yard. Berth capacity is a function of berth productivity and the time that the berth is expected to operate at this level of productivity. This time is also measured as a percentage of the available (usually calendar) time and therefore defined as berth utilization. Berth productivity, in turn, is a function of crane productivity and the average number of cranes that can serve this berth. Terminal capacity is simply the product of berth capacity multiplied by the number of berths. The key factor in the above formula is berth utilization. Defining this utilization level is based on a trade-off between ship and terminal time (who waits for whom). This trade-off is often analyzed using a queuing simulation model whereby the waiting time is defined as a fraction of the working time (e.g., 10 percent), or as an absolute value (e.g., 4 hours). The concept of capacity is closely related with the concepts of productivity and utilization. Operating the same terminal at higher crane productivity would result in a higher capacity. This can be seen from the formula above whereby increase in crane productivity results in a higher berth capacity (and vice-versa) without increasing the number of berths or cranes. This is not the case with utilization, however. Increasing


66

utilization beyond a certain level, whether of the berth or the yard, usually results in congestion and lower operational performance and level of service to terminal users. This in turn would result in increasing the waiting times of ships and trucks along with overall system cost. Table 5-3 presents an outlook for berth capacity indicators developed by Nathan Associates Inc. taking into account industry trends and expected developments for container ports worldwide.

Table 5-3 Container Terminal Berth Capacity Indicators, 2009-2025

Year Type of Berth

Berth

Length

(m)

Depth

Alongside

(m)

Berths

per

Terminal

Design

Ship

(TEU)

Berth

Capacity

(TEU/ Berth)

Berth-m

Capacity

(TEU/m)

2009 Multipurpose 150 10-11 2 1,000 100,000 667

2009 Sub Panamax 250 12 3 3,000 350,000 1,400

2012 Panamax 280 14 3 4,500 450,000 1,607

2012 Panamax 280 14 4 4,500 495,000 1,768

2014 Post Panamax I 300 15 3 5,700 500,000 1,667

2014 Post Panamax I 300 15 4 5,700 550,000 1,833

2017 Post Panamax II 350 16 4 8,000 700,000 2,000

2025 Post Panamax III 400 16-18 4 12,000 1,000,000 2,500

Source: Nathan Associates Inc. For this report, the approach used to estimate port capacity for this report is based on an overall factor for throughput per meter of berth. The productivity factor is affected by a number of variables, including:

Volume of containers or general cargo handled;

Composition of traffic between international and domestic trades;

Size and type of vessels served;

Adequacy of space available in container yard or dock area/ storage facilities;

Capacity and quantity of cranes and other handling equipment;

Training and operational performance of operators;

Traffic flow and level of congestion in and near port;

Hours worked;

Increased use of 40-foot containers. It is not possible to account for the variability of all of these factors for all of the ports assessed in this report. However, from observations of port the performance in Indonesia and elsewhere, the overall productivity of ports often falls into discrete categories based on the size and type of the terminals analyzed. This is because often a number of the above factors are inter-related and mutually supporting. For example the greater volume of traffic and the larger vessels will tend to call at ports that are capable of accommodating them. Thus the type and quantity of cranes and other cargo handling equipment is correlated to the type and size of terminal. Similarly, the training


67

and operating performance of port operators is frequently correlated to the volume of port traffic. The productivity factors presented in Table 5-4 are based on experience in Indonesia as developed from the following sources:

DWA, 2010 IndII Technical Report on the Development of the National Port Master Plan;

JICA, Study on the Development of Domestic Sea Transportation and Maritime Industry in the Republic of Indonesia (STRAMINDO), March 2004;

Nathan Associates experience in Indonesia and other similar ports worldwide. The resulting productivity factors were calibrated with actual 2009 port throughputs to reflect the level of port utilization for various types and sizes of Indonesian ports.

Table 5-4 Assumed Indonesian Port Productivity Factors by Type of Facility, 2009-2030

Type of cargo and terminal 2009 2015 2020 2030

Containers (TEU/ m of berth)

Specialized Terminal

Tanjung Priok 1,250 1,625 2,031 2,031

Other ports over 750,000 TEU 1,000 1,300 1,625 1,625

Other ports 300,000-750,000 TEU 750 975 1,219 1,219

Other ports under 300,000 TEU 650 845 1,056 1,056

Conventional Terminal 500 650 813 813

General cargo (tons/ m of berth) 1,800 2,520 3,528 4,939

Source: Nathan Associates Inc. as described in text. We have incorporated improvements in the productivity factors over time. This is to reflect:

projected increases in traffic volumes;

increased vessel sizes;

provision of higher capacity cranes and more overall cargo-handling equipment;

improved training and performance of operators. Container productivity is assumed to improve by 30 percent between 2009 and 2015 and another 25 percent between 2015and 2020. General cargo productivity is assumed to increase by 40 percent during each of the periods shown from 2009 through 2030. This is due to factors cited above, plus the greater use of unitized or palletized cargo handling in place of individual bags for break-bulk cargo. Even still, the rate of general cargo handling per meter of berth is only 4.9 thousand tons in 2030, as compared to the handling of containerized cargo at conventional terminals of 8.1 thousand tons per meter of berth (assuming an average of 10 tons per TEU). Cargo at a specialized container terminal has an assumed productivity in 2030 of over 20 thousand tons per meter of berth.


68

Container Capacity and Requirements for Additional Capacity

We have applied the port productivity factors described in the section above to the estimates of existing meters of berth by type at each of the 22 main container ports. The results are presented in Table 5-5. The analysis indicates that many of Indonesia’s main port are approaching the limits of their effective capacity given current productivity factors. For containers, the ports of Belawan, Tanjung Emas, Tanjung Perak, Tanjung Priok are each operating at around 90 percent of effective capacity, while the ports of Pekanbaru and Samarinda, are each operating at around 80 percent of effective capacity. With the exceptions of Balikpapan and Belawan, general cargo operations generally have sufficient or excess capacity.

Table 5-5 Capacity Analysis for Main Indonesian Container Ports, 2009

Length TEU/ m Capacity

(000 teu)


(000 teu)

Total

Capacity

(000 teu)

Capacity

Utiliz. %

Length Tons/ m Capacity

(000 tons)

Capacity

Utiliz. %

North Sumatera

Belawan/Kuala Tanjung 850 1,000 850 242 500 121 971 91% 2,180 1,800 3,924 104%

Teluk Bayur 222 650 144 - 500 - 144 29% 838 1,800 1,508 61%

Pekanbaru - 650 - 181 500 91 91 81% 181 1,800 326 71%

Batam - 650 - 428 500 214 214 49% 1,714 1,800 3,084 75%

West Kalimantan

Pontianak 405 650 263 - 500 - 263 38% 422 1,800 760 45%

South Sumatera

Palembang 266 650 173 - 500 - 173 36% 475 1,800 855 35%

Panjang 848 650 551 500 - 551 55% 532 1,800 958 79%

Jambi - 650 - 88 500 44 44 73% 350 1,800 631 22%

East-South Kalimantan 650 500 1,800

Balikpapan - 650 - 98 500 49 49 78% 491 1,800 884 105%

Samarinda - 650 - 234 500 117 117 81% 703 1,800 1,265 51%

Banjarmasin 240 650 156 - 500 - 156 76% 625 1,800 1,125 72%

South Sulawesi

Makassar 850 750 638 210 500 105 743 61% 735 1,800 1,323 88%

Java

Tg. Perak 1,870 1,000 1,870 235 500 117 1,987 88% 7,281 1,800 13,105 29%

Tg. Emas 495 750 371 494 500 247 618 93% 577 1,800 1,038 68%

Tg. Priok 3,308 1,250 4,135 800 500 400 4,535 87% 5,845 1,800 10,521 64%

Bali- NT

Benoa - 650 - 41 500 21 21 28% 206 1,800 371 3%

The East 650 500 1,800

Bitung 225 650 146 - 500 - 146 43% 1,187 1,800 2,137 49%

Jayapura - 650 - 86 500 43 43 65% 128 1,800 231 28%

Merauke - 650 - 102 500 51 51 20% 152 1,800 274 37%

Ambon - 650 - 58 500 29 29 53% 851 1,800 1,533 20%

Pantoloan - 650 - 30 500 15 15 23% 573 1,800 1,031 1%

Sorong - 650 - 85 500 42 42 52% 226 1,800 406 79%

Total above ports 9,579 971 9,298 3,411 500 1,705 11,003 79% 26,272 1,800 47,289 54%


Region and port

TPK

Container General Cargo

Total Container ConventionalConventional


69

Tables 5-6 through 5-8 present the capacity analysis for the main Indonesian container ports for 2015, 2020, and 2030, respectively. By 2015, the growth in forecasted container traffic results seven Indonesian port requiring additional capacity. The largest increase is needed for Tanjung Priok that will need to increase capacity by 1.8 million TEU and Tanjung Perak that will need to add 0.8 million TEU of capacity7. Belawan/Kuala Tanjung will also require a substantial capacity increase of 0.4 million TEU. In terms of meters of berth, Tanjung Priok will require an additional 1,200 m; Tanjung Perak, 800 m; and Belawan/Kuala Tanjung 400 m8. The ports of Tanjung Emas, Banjarmasin and Pekanbaru will also need to add container capacity in 2015; however, it seems likely that this could be accomplished by converting some under-utilized conventional general cargo berths for container operations. This is typically done by demolishing warehouses and sheds on the quay, strengthening the quay for mobile cranes and adding ancillary container handling equipment. It should be noted, that for this report, an engineering assessment of the feasibility of converting general cargo berths for container operations has not been conducted. The capacity analysis for 2020 shown in Table 3-7 assumes that the additional capacity needed for 2015 had been provided. It then shows that with the continued robust growth of container traffic, six ports again will need to expand container capacity to meet demand. As in 2015, the ports of Tanjung Priok, Tanjung Perak, Belawan/Kuala Tanjung and Tanjung Emas will need to bring on-line new container berths. In addition, the ports of Pekanbaru and Balikpapan will each now need to add a new berth of a t least 200 m. By 2030, 16 of Indonesian main container ports will need to provide additional capacity. This includes accommodation for 9.4 million TEU at Tanjung Priok, 4.3 million TEU at Tanjung Perak 1.9 million TEU at Belawan/Kuala Tanjung and 0.9 million TEU at Makassar.

7 While the names of the existing ports are used to identify the areas where additional

container capacity is needed, the capacity may well be provided by the development and construction of a new port in the area. However, the location of new ports will be determined by a masterplan study that looks at several alternatives. Master plan studies for specific ports arebeyond the scope of this present study.

8 While the requirements for capacity expansion are expressed here in terms of meters of berth,

there will also need to be additional yard capacity and cargo handling equipment provided. These elements are included in the unit investment costs presented later in this chapter.


70


(000 teu)

Length TEU/

m

Capacity

(000 teu)

Total Capacity

(000 teu)

Capacity

Utiliz. %

Length Tons/

m

Capacity

(000 tons)

Capacity

Utiliz. %

TEU

(000s)

Berth

(m)

North Sumatera

Belawan/Kuala Tanjung 850 1300 1,105 242 650 157 1,262 138% 2,180 2,520 5,493 97% 475 400

Teluk Bayur 222 845 188 - 650 - 188 44% 838 2,520 2,112 57% - -

Pekanbaru - 845 - 217 650 141 141 101% 145 2,520 365 82% 2 36

Batam 845 - 428 650 278 278 73% 1,714 2,520 4,318 70% - -

West Kalimantan

Pontianak 405 845 342 - 650 - 342 57% 422 2,520 1,063 42% - -

South Sumatera

Palembang 266 845 225 - 650 - 225 54% 475 2,520 1,197 32% - -

Panjang 848 975 827 - 650 - 827 71% 532 2,520 1,341 74% - -

Jambi - 845 - 88 650 57 57 110% 350 2,520 883 21% 6 -

East-South Kalimantan 845 650 2,520

Balikpapan - 845 - 98 650 64 64 117% 491 2,520 1,238 98% 11 -

Samarinda - 845 - 234 650 152 152 122% 703 2,520 1,771 47% 34 200

Banjarmasin 240 845 203 156 650 102 304 76% 469 2,520 1,181 90% - 156

South Sulawesi

Makassar 850 1300 1,105 210 650 137 1,242 72% 735 2,520 1,852 82% - -

Java

Tg. Perak 1,870 1300 2,431 235 650 152 2,583 132% 7,281 2,520 18,347 27% 828 800

Tg. Emas 495 1300 644 687 650 446 1,090 103% 384 2,520 969 95% 35 192

Tg. Priok 3,308 1625 5,376 800 650 520 5,896 130% 5,845 2,520 14,729 59% 1,776 1,200

Bali- NT

Benoa - 845 - 41 650 27 27 42% 206 2,520 519 3% - -

The East 845 650 2,520

Bitung 225 845 190 - 650 - 190 64% 1,187 2,520 2,991 46% - -

Jayapura - 845 - 86 650 56 56 98% 128 2,520 324 26% - -

Merauke - 845 - 102 650 66 66 30% 152 2,520 384 34% - -

Ambon - 845 - 58 650 37 37 80% 851 2,520 2,146 19% - -

Pantoloan - 845 - 30 650 20 20 34% 573 2,520 1,444 1% - -

Sorong - 845 - 85 650 55 55 78% 197 2,520 497 84% - -

Total above ports 3,165 2,985


Region and port

ConventionalTotal Cont.


TPK Conventional

Additional

Cont. Capacity



71


(000 teu)


(000 teu)

Total

Capacity

(000 teu)

Capacity

Utiliz. %


(000 tons)

Capacity

Utiliz. %

TEU

(000s)

Berth

(m)

North Sumatera

Belawan/Kuala Tanjung 1,250 1,625 2,031 242 813 197 2,228 116% 2,180 3,528 7,690 82% 363 400

Teluk Bayur 222 1,056 234 - 813 - 234 52% 838 3,528 2,956 49% - -

Pekanbaru - 1,056 - 217 813 176 176 121% 145 3,528 511 70% 37 200

Batam - 1,056 - 428 813 348 348 87% 1,714 3,528 6,046 59% - -

West Kalimantan

Pontianak 405 1,056 428 - 813 - 428 68% 422 3,528 1,489 35% - -

South Sumatera

Palembang 266 1,056 281 - 813 - 281 64% 475 3,528 1,676 28% - -

Panjang 848 1,625 1,378 - 813 - 1,378 64% 532 3,528 1,877 63% - -

Jambi - 1,056 - 88 813 71 71 131% 350 3,528 1,236 18% 22 -

East-South Kalimantan 1,056 813 3,528

Balikpapan - 1,056 - 98 813 79 79 140% 491 3,528 1,733 83% 32 200

Samarinda 200 1,056 211 234 813 190 402 69% 703 3,528 2,479 40% - -

Banjarmasin 240 1,056 254 156 813 127 380 90% 469 3,528 1,654 76% - -

South Sulawesi

Makassar 850 1,625 1,381 210 813 171 1,552 86% 735 3,528 2,593 70% - -

Java

Tg. Perak 2,670 1,625 4,339 235 813 191 4,529 112% 7,281 3,528 25,686 23% 558 400

Tg. Emas 495 1,625 804 687 813 558 1,362 123% 384 3,528 1,356 81% 315 200

Tg. Priok 4,508 2,031 9,157 800 813 650 9,807 117% 5,845 3,528 20,621 51% 1,634 1,000

Bali- NT

Benoa - 1,056 - 41 813 33 33 50% 206 3,528 727 2% - -

The East 1,056 813 3,528

Bitung 225 1,056 238 - 813 - 238 77% 1,187 3,528 4,188 39% - -

Jayapura - 1,056 - 86 813 70 70 117% 128 3,528 453 22% 12 -

Merauke - 1,056 - 102 813 83 83 36% 152 3,528 538 29% - -

Ambon - 1,056 - 58 813 47 47 95% 851 3,528 3,004 16% - -

Pantoloan - 1,056 - 30 813 24 24 40% 573 3,528 2,021 1% - -

Sorong - 1,056 - 85 813 69 69 93% 197 3,528 696 71% - -



Region and port

Total Cont.Conventional Conventional

Additional Cont.

Capacity


TPK



72


(000 teu)


(000 teu)

Total

Capacity

(000 teu)

Capacity

Utiliz. %


(000 tons)

Capacity

Utiliz. %

TEU

(000s)

Berth

(m)

North Sumatera

Belawan/Kuala Tanjung 1,650 1,625 2,681 242 813 197 2,878 167% 2,180 4,939 10,766 77% 1,932 1,200

Teluk Bayur 222 1,056 234 - 813 - 234 97% 838 4,939 4,139 46% - -

Pekanbaru 200 1,219 244 217 813 176 420 94% 145 4,939 715 66% - -

Batam - 1,219 - 428 813 348 348 162% 1,714 4,939 8,464 56% 216 200

West Kalimantan

Pontianak 405 1,219 494 - 813 - 494 109% 422 4,939 2,084 33% 44 200

South Sumatera

Palembang 266 1,056 281 - 813 - 281 119% 475 4,939 2,346 26% 55 200

Panjang 848 1,625 1,378 - 813 - 1,378 119% 532 4,939 2,628 59% 256 200

Jambi - 1,056 - 88 813 71 71 243% 350 4,939 1,731 17% 102 200

East-South Kalimantan 1,056 813 4,939

Balikpapan 200 1,056 211 98 813 79 291 71% 491 4,939 2,426 78% - -

Samarinda 200 1,219 244 234 813 190 434 119% 703 4,939 3,471 38% 81 200

Banjarmasin 240 1,219 293 156 813 127 419 152% 469 4,939 2,315 71% 219 200

South Sulawesi

Makassar 850 1,625 1,381 210 813 171 1,552 159% 735 4,939 3,630 66% 918 600

Java

Tg. Perak 3,070 1,625 4,989 235 813 191 5,179 182% 7,281 4,939 35,960 21% 4,265 2,800

Tg. Emas 695 1,625 1,129 687 813 558 1,687 185% 384 4,939 1,899 76% 1,427 1,000

Tg. Priok 5,508 2,031 11,188 800 813 650 11,838 179% 5,845 4,939 28,870 47% 9,402 4,800

Bali- NT

Benoa - 1,056 - 41 813 33 33 93% 206 4,939 1,017 2% - -

The East 1,056 813 4,939

Bitung 225 1,056 238 - 813 - 238 143% 1,187 4,939 5,863 36% 101 200

Jayapura - 1,056 - 86 813 70 70 216% 128 4,939 634 21% 81 200

Merauke - 1,056 - 102 813 83 83 66% 152 4,939 753 27% - -

Ambon - 1,056 - 58 813 47 47 176% 851 4,939 4,205 15% 36 200

Pantoloan - 1,056 - 30 813 24 24 75% 573 4,939 2,829 1% - -

Sorong - 1,056 - 85 813 69 69 173% 197 4,939 975 67% 50 200



Region and port

Additional Cont.

Capacity


TPK Conventional Total Cont. Conventional



73

5.3 Strategic Port Development Plan Identified by Government and Pelindos

As stated in Section 5.2, the identification of port development requirement was initially based on an assessment of port capacity relative to forecasted traffic for the largest Indonesian ports. However, an analysis of capicty expansion requirements for all Indonesian ports was not possible within the framework of this study. Therefore the port development program proposed by Pelindo as main port operator in Indonesia also provides an indication of priority port investments consistent with government strategy. The government strategies which have been considered are:

Prioritized Actions for Connectivity and Port Infrastructure Development to Support the Program of Indonesia Economic Corridor 2030,

Blueprint of Multimodal Transport / Intermodal Transportation to support National Logistic System,

Strategic port development target, such as promoting international hub port (in Kuala Tanjung, Batam, Bitung or Sorong), national heritage port and maritime centre (Sunda Kelapa) and tourism port (Benoa Bali) and terminal passenger/ cruise ship in Tanah Ampo Bali.

The location of these strategic ports within the economic development corridors is presented in Appendix B.

Figure 5-3 through 5-8 provides a summary of the port planning parameters and strategies for port devlopemts in each of the six economic development corridors through 2030. The summary includes forecasts of port traffic by type of cargo, design ships and productivity targets, strategic investments and key port business enterprises. These planning parameters and strategies were used to identify specific port development requiriements for the strategic ports.

The port development requirements based theseplanning parameters and strategies are presented in Appendix C for the 100 strategic ports.


74

Figure 5-3 Sumatra Economic Development Corridor: Port Planning Parameters and Strategies through 2030


75

Figure 5-4 Java Economic Development Corridor: Port Planning Parameters and Strategies through 2030


76

Figure 5-5 Kalimantan Economic Development Corridor: Port Planning Parameters and Strategies through 2030


77

Figure 5-6 Bali and Nusa Tenggaraa Economic Development Corridor: Port Planning Parameters and Strategies through 2030


78

Figure 5-7 Sulawesi Economic Development Corridor: Port Planning Parameters and Strategies through 2030


79

Figure 5-8 Papua – Kepulauan Maluku Economic Development Corridor: Port Planning Parameters and Strategies through 2030


80

5.4 National Port Development Plan

This section describes determination of investment requirements based on port development plans indicated in Sections 5.2 and 5.3 and unit investment cost as stated below.

5.4.1 Unit Investment Costs

In this section, we first estimate unit investment costs for container port development and construction followed by the presentation of investment requirements by port and time period. For this report, we have adopted the unit costs for container terminal development and construction presented in the DWA 2010 IndII Technical Report on the Development of the National Port Master Plan. For that study, DGST developed rough cost estimates for the developments identified as being required for the major cargoes and ports. Costs were estimated for each port terminal facility (including directly‐related infrastructure) for each port and cargo category by developing measures of physical requirements for port terminal facilities and applying unit construction costs. The unit costs were from the DGST records of construction costs from past projects and were cross‐checked with some international unit costs from recent projects. The values are presented in constant US dollars of 2010. The differentiation in unit costs for specific ports resulted in the range of unit cost estimates shown In Table 5-9. As can be seen, the cost of land acquisition varies from a low of US$ 50,000 per hectare for Pelabuhan Ratu, a small fishing village in West Java, to US$ 500,000 per hectare for Tangerang near Jakarta. A major factor is the cost of reclamation that varies from US$ 100,000 per hectare in Palembang to US$ 5 million per hectare in Tanjung Perak. Container handling and equipment unit costs shown in Table 5-8 are for a package of equipment including gantry cranes and associated yard equipment.

Table 5-9 Range of Unit Cost Estimates for Container Terminal Development and Construction (US$ of 2010)

No Description Unit Min Max

1 Preparation & Earth Work

Land Acquisition Ha 50,000 500,000

Reclamation Ha 100,000 5,000,000

Break Water m 1,000 100,000

Dredging m3 7 8

2 Quay Side

Concrete Slab m2 2,500 2,500

Approach Trestle m2 15,000 15,000

Trestle, 1 Unit m2 2,500 2,500





Jetty/Wharf m2 2,000 5,000

Dolphin m2

3 Storage and Pavement

Pavement Ha 500,000 500,000

4 Buildings m2 300 300

5 Handling Equipment unit 8,000,000 16,300,000

Total Cost

Source: IndII, 2010 Technical Report on the Development of

the National Port Master Plan.


81

The corresponding calculation of total direct unit cost per meter of berth for development and construction of container terminals is summarized in Table 5-9. These were calculated by dividing the total investment cost by the meters of berth constructed. Due to the cost of land reclamation, the highest total unit cost per meter of berth is at Tanjung Perak at US$ 872,000 per m followed by Balikpapan at US$ 832,000. Most other ports have total unit investment costs in the range of US$ 400,000 to US$ 600,000 per meter of berth. For ports that did not have specific investment costs estimates, unit costs were used from the reference port as shown in Table 5-10.

Table 5-10 Unit Investment Cost for Indonesian Container Terminal Development (US$ 000 of 2010)

Region and Port

Reference

port

Cost per m

of berth

North Sumatera

Belawan/Kuala Tanjung Belawan 546

Teluk Bayur Belawan 546

Pekanbaru Belawan 546

Batam Belawan 546

West Kalimantan Belawan 546

Pontianak Pontianak 501

South Sumatera

Palembang Palembang 771

Panjang Panjang 400

Jambi Panjang 400


Balikpapan Balikpapan 832

Samarinda Pontianak 501

Banjarmasin Banjarmasin 602

South Sulawesi

Makassar Makasar 499

Java

Tg. Perak Tg. Perak 872

Tg. Emas Tg. Priok 610

Tg. Priok Tg. Priok 610

Bali- NT

Benoa Tg. Perak 872

The East

Bitung Bitung 656

Jayapura Sorong 407

Merauke Sorong 407

Ambon Ambon 439

Pantoloan Bitung 656

Sorong Sorong 407



82

5.4.2 Investment Requirements

In this section, we present a summary of Indonesian port investment requirements for all cargo types through 2030. This is followed by a discussion of short-term improvements that can be implemented for Tanjung Priok and Tanjung Perak to relieve near-term capacity constraints before additional berths and terminals are constructed ad operational. The estimates of container investment requirements are based on those presented in Chapter 3, while those for other cargo types are extracted from the DWA, 2010 IndII Technical Report on the Development of the National Port Master Plan.9 To determine total port investment requirement, port development program proposed by Pelindo and the government plan are also considered, which consistent with the government strategy as stated in Section 5.3. Table 5-11 provides the detailed breakdown of the total port investment requirement through 2030 by region and port as well as type of cargo. Figure 5-9 depicts the distribution of port sector investment requirements by economic corridor and period, while Figure 5-10 shows the distribution of port sector investment requirements by economic corridor and type of facility. Annex D provides the detailed breakdown of the total port investment requirement through 2030 by economic corridor and port as well as type of port facilities. Total investment of US$ 46,112 billion consist of US$ 12,114 billion (2011-2015), US$ 11.954 billion (2016-2020) and US$ 22.044 billion (2021-2030).

5.5 Port Sector Financing

It is estimated that about 68 percent of the total investment in new Indonesian port facilities could be provided by the private sector under long-term concession arrangements, mainly for commercial port terminal such as container terminal, bulk terminal and other commercial port facilities. The remaining 32 percent of the investment for land provision, common port infrastructure such as channel deepening and breakwaters, provision of uncommercial port terminal, rehabilitation and development of new small ports, will need to be provided by the public sector. Table 5-12 provides an indication of the amount of funding that may need to be generated by the private and public sectors during the 2011-2030 periods. Indonesia will have to mobilize somewhere between US$ 40-50 billion in port sector financing in order to meet the requirements for developing necessary port capacity through 2030. It is clear that the majority of the financing will have to be generated by the private sector. Public sector investment will need to be targeted towards strategic investment that can leverage private sector funding or provide port infrastructure for common use that should not be under the control of the private sector, such as port access channels and breakwaters. In this chapter, we examine options for generating private sector and public sector financing for port sector development.

9 The DWA 2010 IndII Technical Report on Development of the National Port Master Plan added a

high contingency allowance of 40 percent on top of the direct investment costs. We have not included this contingency as the unit direct investment cost factors are deemed sufficient for preparation of an order of magnitude estimate of investment requirements.


83

Table 5-11 Port Sector Investment by Economic Corridor and Port Facility 2011-2030 and Total 2011-2030 (US$ million, 2011)

Note: *) Other terminal: conventional (general cargo) terminal, car terminal, multipurpose terminal and passanger terminal


84

Figure 5-9 Port Sector Investment by Economic Corridor and Period (US$ million)

Figure 5-10 Port Sector Investment by Economic Corridor and Type of Port Facility 2011-2030 (US$ million)

Note: (US$ Mill.)

Note: (US$ Mill.)


85

Table 5-12 Indicative Funding Requirements by Private and Public Sector for Development of Port Facilities, 2011-2030

Note: It is estimated that part of 2011-2015 private sector funding of US$ 12,114 million is financed by SOE (Pelindos) which is amount to US$ 3,521 millions. In some developed countries with abundant access to capital financial markets, a highly profitable project may have no difficulty attracting private sector investment. In these cases, traditional project financing vehicles such as loan syndications prepared with multi-lateral investment bank support may be obtained. Other vehicles include loans from international commercial banks and equity and debt participation by specialized infrastructure investment funds. However, in developing markets, attracting private sector financing and investment is often a critical hurdle to overcome due to perceptions about project, market and country risks, lack of depth of capital markets and competing requirements for scarce project financing.

5.5.1. Conditions for Attracting Private Sector Investment in Ports

A successful strategy for attracting private sector investment in Indonesian ports depends on an amalgam of general factors which influence the investment environment and specific policy, regulatory and institutional measures which governments must implement to provide an enabling environment. In this section, we identify attributes that are conducive to attracting private sector investment in ports. Generally, a country’s policy, legal and regulatory framework can be regarded as reflecting best practice if it meets the following criteria:

A formal private sector investment policy is in place. An approved, documented policy is important in signaling government’s commitment to develop a stable and attractive investment environment. This enhances the interest of potential investors and also influences their perception of risk positively.

Comprehensive enabling laws. Legislation is an important vehicle to translate government’s policy commitments into practice. Generally, countries should adopt a general private sector investment law or sector-specific laws in order to place its investment regime on a sound legal footing.

US$ million % US$ million % US$ million %

1 2011-2015 12,114 100 5,148 42.5 6,966 57.5

2 2016-2020 11,954 100 3,303 27.6 8,650 72.4

3 2021-2030 22,044 100 6,161 27.9 15,883 72.1

No

46,112 100 14,613 31.7 Total

Total Government Private Stage

31,499 68.3


86

Clear project identification and preparation procedures. Good project preparation is critical for attracting private sector investment. The law must require a project proposal to be thoroughly screened to verify that it is affordable, represents value for money and is financially- viable. A well prepared project will, in turn, once it is bid, attract the interest of qualified investors with sufficient technical and financial resources to implement a project successfully.

Competitive bidding procedures. As a general rule, private sector investment in public ports must be competitively bid to ensure that government derives the full benefit from the competitive process in terms of price, services and quality. Additionally, provision should be made for equal treatment of potential investors, opportunity to challenge rules and bid awards and specific rules on unsolicited proposals.

Clear identification of contracting authorities. The law must specifically identify the government entities which are empowered to enter into private sector investment arrangements.

Freedom of contract. Legislation should not impose unnecessary restrictions on the ability of the parties to negotiate contractual terms. This is important to allow flexibility in the allocation of risks to ensure a financially efficient approach and secure the best possible value for money for government.

Performance monitoring framework. Legislation must establish a clear management and monitoring framework. As many private sector port investments have a lifespan of many years or even decades, it is important that government allocate clear responsibility for monitoring implementation and contract compliance. At the same time, the private investor should be fully aware of the oversight procedures that will apply and of the frequency and nature of its performance monitoring obligations.

Statutory authority for tariff collection (and/or payments by government). The ability to collect user charges or fees from port users is critical to the investor’s perception of the financial risks associated with a project (where applicable). The law must, therefore, expressly permit the private investor to collect tariffs (or alternatively, make clear provision for the investor to be reimbursed through payments by government).

Clear rules on tariff regulation. Port sector investments can be long term in nature (20 – 30 years). Over this period there will be a need for regular adjustment in the tariffs or charges levied by the private party for the service. While procedures for tariff adjustment can be regulated by contract, the law must provide clear guidelines on how tariffs may be adjusted and what criteria will be applied, as discussed in Chapter 1.

Comprehensive regulatory framework for safety and environmental regulation. As private sector investments in ports entail the provision of a public service, it is necessary that the public interest be protected through effective safety and environmental regulation. The private investor must be fully aware of which safety and environmental standards apply and how they will be enforced.

Effective protection of investor’s rights. The law must protect the investor against arbitrary government action that may impact revenue flows, restrict access to finance or otherwise or deprive him of the benefit if his investment. This includes a requirement that the parties should be free to agree on appropriate methods of dispute resolution. A country’s membership to MIGA helps to provide such guarantee.

Institutional capacity. The identification, preparation, procurement and management of private sector investments require a combination of high-level legal,


87

financial and technical skills. The ability of government to manage its program is an important factor influencing investors both in their decisions to invest and in their perception of the project risks. Countries that have established dedicated private sector investment units in order to build capacity have generally been more successful in attracting private investment.

Independent regulation. The law must provide for regulators that are sufficiently autonomous to ensure that regulatory decisions are not influenced by political interference or pressure from interest groups.

In the section that follows we examine Indonesia’s legal and regulatory framework that sets the environment for attracting private sector investment in ports.

5.5.2. Indonesia’s Legal Framework for Private Sector Investment in Ports

As Indicated in the Chapter 2, the Law introduces the concept of private sector participation, but fails to give strong direction to ensure a concerted effort in developing time-bound plans to secure greater private investment. PAs (and PMUs) face a particular challenge to develop capacity to implement private investment programs, especially given their limited capacity, uncertainty about the future role of Pelindos, and lack of clarity about their control over port land. Pelindos need to be restructured to assume the role of PBEs, but the Law fails to spell out how this is to be achieved. The investment required for development of new or expanded liquid bulk and dry bulk terminals in Indonesia would typically come from private sector businesses or associations of companies that seek to handle their own bulk cargo. However, several restrictive and inflexible provisions are likely to discourage private investors from investing in special terminals. These include:

The short validity period of a special terminal permit. As mentioned in Chapter 2, five years is too short for investors to recover investments of this magnitude, especially given the risk that a permit may not be renewed. This risk is exacerbated by the fact that the legislation does not stipulate the specific grounds permits will not be renewed or provide for a transparent review procedure.

The ban on handling non-proprietary cargoes.

Large up-front investment in planning and preparation costs to obtain a construction license. The potential investor is required to invest in preparing engineering drawings for both land and water side facilities, construction plans, an environmental impact assessment and related documents without any guarantee that the license application will be favorably considered.

Inflexible provisions governing construction. Regulations oblige the special terminal operator to complete construction no longer than one year after the license is issued10. This may well not be feasible in the case of many terminals.

Constraints on operational flexibility. The operator must seek the Minister’s approval to embark on 24 hour operations11.

Proprietary cargo handling is authorized for Own Interest Terminals12, but cargo handling can be extended to third party cargoes only after obtaining a concession from the Port

10 Art 119 (GR 61) 11

GR 61 Art 126


88

Authority or Port Management Unit.13 But the concession cannot be awarded unless it is shown additional capacity is needed14, among other requirements. However, this avenue could be a solution to enhancing competition as long as the Law regarding Pelindo jurisdiction is clarified.15 Certain port facilities such as container terminals that are often situated within a broader port with other cargo facilities typically have the government providing funding for shared items such as breakwaters, channel dredging and access, turning basins and road access. Depending on the circumstances, these items may represent 25-30 percent of container terminal development costs. On the other hand, specialized dry and liquid bulk terminals may often be developed separate from other port cargo facilities. As such, the government role may typically be limited to provision of road and land access. Passenger facilities such as a cruise or ferry terminal that serve multiple port users, typically need a greater degree of public sector participation often up to 50 percent of the total investment. As shown in Table 8-1, as much as 80 percent of the total port sector investment requirement of US$ 19.2 billion may be expected to be provided by the private sector. As long-term investments, private sector participation in port development and construction requires access to long-term financing. However, the lack of prior experience and expertise to assess port infrastructure projects and the maturity mismatch between assets and liabilities hinder Indonesian banks from providing the financing. While foreign port sector investors can get access to long-term financing in the capital markets, it is often difficult for potential Indonesian investors to get long-term financing from banks. Recognizing this problem, Indonesia established PT Indonesia Infrastructure Finance (PT IIF), a non-bank financial institution focused on providing long term funding for infrastructure projects. PT IIF was established on January 15, 2010 by the Ministry of Finance through PT SMI16. The purpose of PT IIF is to enhance funding options for infrastructure projects by providing funding towards commercially feasible, mainly private, infrastructure projects through debt instruments, equity participation or infrastructure financing guarantee for credit enhancement. Its financing capacity is supported by equity commitments of its founding shareholders: PT SMI (Rp600bn); ADB (Rp400bn); IFC (Rp400bn) and DEG (Rp200bn) (a total of US$176mn). The fund may seek more cash infusions to ramp up its initial capital to Rp 2 trillion (US$220mn)17.

12 GR 61 Art 139(1) 13 GR 61 Art 140(1) 14 GR 61 Art 140(2)(a) 15 The position of the Pelindos on this issue is perhaps characterized by one Pelindo principal’s comment, in referring to the plan for a new terminal, that competition can be accomplished if terminals compete only on the basis of service, as opposed to both cost and service. In fact, competing on only one or the other does not promote competition and attempts to justify monopoly pricing. Additionally, by definition, a monopoly operator has monopoly control over information provided to regulators. Applications for tariff increases can be justified on the basis of information provided by the operator, but regulators are hard-pressed to determine the accuracy of the information provided. 16 PT IIF via PERPRES No.9/2009 on Finance Institution and MOF Decree No.100/PMK.010 /2009 concerning Infrastructure Finance Company. 17 Morgan Stanley, Indonesia Infrastructure, A US$250bn Opportunity, May 2011.


89

PT IIF will also receive ADB and World Bank loans, each worth the equivalent of Rp1 trillion (US$110mn). Debt issuance to raise another Rp 2 trillion (US$220mn) is planned. PT IIF can leverage its funding by taking on up to Rp 30 trillion (US$3.3bn) in debt, normally taking a 25 percent portion of the total cost for projects18. In many developed countries, long-term financing can also be provided by the pension and insurance sectors. As Indonesia continues to develop its capital markets, these sectors may also serve as an alternative funding source. Inadequate project preparation has been an impediment for private investors. The ability to hire international consultants for feasibility studies and prepare bidding documents of international standards through a new facility developed by BAPPENAS should help in this arena. BAPPENAS’ Project Development Facility (PDF) is in operation and has an initial funding of US$33mn from ADB and the Dutch government. The function of PDF is to conduct project preparation with detailed feasibility studies and internationally recognized bidding documents before it is offered to the market. PDF funds project preparation and transaction under the various government contracting agencies.

5.5.3. Framework of Government Support and Guarantee

Due to the budgetary constraints, the interaction between public and private parties is governed by three sets of laws and regulations, namely PPP regulations, sector-specific regulations, and other general regulations governing business activities in Indonesia. There are four principal investment policies in this category: a. Government Policies on Infrastructure Provisions

Government aims to concentrate on (i) maintaining and upgrading the existing infrastructure, (ii) focusing on the development of infrastructure which are economically feasible but financially non-viable, (iii) providing subsidies and compensation for Public Service Obligation (PSO) in infrastructure services, and (iv) fulfilling the financing gap for infrastructure development, GoI will offer PPP Projects to the market.

b. Regulations in the Acceleration of Infrastructure Development

Regulations for the acceleration of infrastructure development are shown in Table 5.13. PPP regulation mainly refers to Presidential Regulation No. 67/2005 concerning the Infrastructure Provision through Public-Private Partnership, as amended by Presidential Regulations No. 56/2011 and No. 13/2010 which allowed government to provide government support and guarantee. In addition, two other regulations on government guarantee refer to Presidential Regulation No. 78/2010 concerning Infrastructure Guarantee through Infrastructure Guarantee Fund and Ministry of Finance Regulation No. 260/2010 concerning the Implementation of Infrastructure Guarantee through Infrastructure Guarantee Fund. Further, based on the MoU between Ministry of Finance, Bappenas, and National Investment Agency (BKPM), Ministry of Finance will provide (i) provision of bridging fund

18 Ibid.


90

through the Government Investment Unit (PIP), (ii) guarantee for infrastructure risks through the Indonesia Infrastructure Guarantee Fund/IIGF (PT Penjaminan Infrastruktur Indonesia/PT PII;, and (iii) project development services through PT Sarana Multi Infrastruktur (PT SMI).

Table 5-13 Legal Basis for Private Sector Investment

No. PSP / PPP Regulations Description

PPP Schemes and Guidelines

1 Presidential Regulation No. 67 Year 2005

Public Private Partnership in Provision of Infrastructure


Amendment to Presidential Regulation No. 67 Year 2005 on Public Private Partnership in Provision of Infrastructure


Second Amendment to Presidential Regulation No. 67 Year 2005 on Public Private Partnership in Provision of Infrastructure

4 Regulation of Minister of National Development Planning / Head of Bappenas No. 4 Year 2010

Operating Guidelines Manual for Public and Private Partnership in Provision of Infrastructure

5 Regulation of Minister of Transportation No. PM 83 Tahun 2010

Guidelines for Implementing Public Private Partnership in Provision of Transport Infrastructure

Risk Management, Government Support, and Guarantee 6 Regulation of Minister of

Finance 38/PMK.01/2006 Implementing Guidelines for Risk Management and Mitigation for Provision of Infrastructure


Infrastructure Guarantee in Public Private Partnership Project under the Indonesia Infrastructure Guarantee Fund

8 Regulation of Minister of Finance No. 260/PMK.011/2010

Guidelines for Implementing Infrastructure Guarantee in Public Private Partnership Project

PPP Book, Organisation, and Procedures 9 Regulation of Minister of

National Development Planning / Head of Bappenas No. 3 Year 2009

Public Private Partnership (PPP) Book

10 Public Private Partnership Book, Sector of Transportation, 2010-2014, Ministry of Transportation (2010)


Committee for Policy for Acceleration of Infrastructure Provision (KKPPI)


Amendment to Presidential Regulation No. 42 Year 2005 on Committee for Policy for Acceleration of Infrastructure Provision (KKPPI)

13 Regulation of Minister of Coordinating Economic Affairs as Head of the Committee of Policy for Acceleration of Infrastructure Provision No. PER-01/M.EKON/05/2006

Organisation and Working Procedures of the Committee of Policy for Acceleration of Infrastructure Provision (KKPPI)

14 Regulation of Minister of Coordinating Economic Affairs as Head of the Committee of Policy for Acceleration of Infrastructure Provision No.

Procedures and Criteria for Preparation of Priority List of Public Private Partnership (PPP) Infrastructure Project


91

PER-3/M.EKON/06/2006

15 Regulation of Minister of Coordinating Economic Affairs as Head of the Committee of Policy for Acceleration of Infrastructure Provision No. No. PER-4/M.EKON/06/2006

Procedures for Evaluation of Public Private Partnership (PPP) in Provision of Infrastructure which Requires Government Support

Regional Cooperation 16 Government Regulation No. 50

Year 2007 Procedures for Implementing Regional Cooperation

Land Acquisition 17 Presidential Regulation No. 36

Year 2005 Land Acquisition for Implementing Development for Public Interest


Amendment to Presidential Regulation No. 36/2006 on Land Acquisition for Implementing Development for Public Interest

19 Regulation of Head of National Land Agency No. 3 Year 2007

Implementing Guidelines for Presidential Regulation No. 36 Year 2005 on Land Acquisition for Implementing Development for Public Interest (as amended by Presidential Regulation No. 65 Year 2006 on Amendment to Presidential Regulation No. 36 Year 2005 on Land Acquisition for Implementing Development for Public Interest)

c. Role of the Indonesia Infrastructure Fund (IIF) in Provision of Financing in Infrastructure

Indonesia Infrastructure Fund (IIF) is established to satisfy offering long term, mainly local currency and financing for infrastructure. To mobilise domestic currency financing of appropriate tenor, terms and price for creditworthy infrastructure projects by:

Using its good credit rating to borrow from domestic institutional investors and banks looking for long-term placements with risk margins higher than sovereign and large corporate offerings, and;

Providing financial products which meet the needs of infrastructure PPP and wholly private projects.

d. Role of the Indonesia Infrastructure Guarantee Fund (IIGF) in Provision of Critical Support for Indonesia’s Infrastructure Development

IIGF is established to satisfy the following objectives:

To provide a political risk guarantee for PPP Infrastructure Projects;

To improve creditworthiness and quality of PPP infrastructure projects by; providing a credible guarantee on political risk;

To improve the governance and transparency of guarantee provisions;

To protect Government contingent liability vis-à-vis guarantees (ring-fencing the contingent liability exposure of the State Budget.

5.5.4. Possible Sources of Funding for Public Sector Investment19

The intention of Shipping Law No. 17 is that basic infrastructure investment in ports will be undertaken by the Port Authority. The new Indonesian Port Authorities, however, will be

19

Portions of this section are adapted from DWA, 2010 INDII Technical Report on Development of the National Port Master Plan.


92

new institutions that will have little in the way of financial assets and no track record of operations. They will generate little cash flow and have essentially no borrowing capacity in their early years of existence. We therefore believe the only main source of infrastructure funding in the short term is the Government of Indonesia. Until the Port Authorities have established strong cash flows and balance sheets, the possible sources of funding for port infrastructure investment are:

Government of Indonesia fiscal income.

General Government of Indonesia borrowing.

Loans from international financial institutions.

Loans from bilateral financial institutions. The first two sources of financing are in the category of Government general revenue. The second two ‐ loans from international and bilateral financial institutions ‐ involve commitments by the institutions and probably some form of sovereign guarantee. International and bilateral financing will probably also involve Government payments of principal and interest on the loans although if structured properly the Port Authorities may be able to service the loans out of their cash flow. Even if the Port Authorities do make the loan payments, however, it is still Government revenue because Port Authority income is defined as Government revenue in both the Law and GR 61 regarding Port Affairs. In the longer term sources of Port Authority infrastructure financing should evolve from increasingly strong financial statements of the Port Authorities. This will of course only happen if they are allowed to retain their earnings, including those from port authority charges (e.g. port dues), leases, and concession fees. If so, the Port Authorities could accumulate retained earnings and develop cash flow that can support borrowing.


93

Chapter 6. Legal, Regulatory and Administrative Actions Needed

The course of the National Port Master Plan preparation highlighted areas in legislation, regulation, and policy that needed to be strengthened in order to facilitate Indonesia’s progress towards a competitive port system. The Government of Indonesia (“GOI”) appears to recognize this and has alluded to the need to revise legislation to accelerate the separation of the regulatory role of port authorities from the operating functions of the Pelindos. The GOI has also set December 2011 as the target date for the separation of these functional areas20. Nevertheless, the process of adopting a new Law may take longer and hence both interim and longer term actions are proposed here that may be undertaken to improve the Law’s effectiveness. This requires a number of implementation actions in the following areas:

Subsidiary regulations required by the Law on Shipping;

Subsidiary regulations required under Government Regulation on Port Affairs; and

Actions to support policy implementation.

6.1 Subsidiary Regulations under the Law on Shipping

In numerous areas, the Law on Shipping identifies a need for subsidiary rules to implement policies, programs and administrative actions. Some areas are now covered in GR 61, as shown in Table 6-1, while in other areas, subsidiary regulations still need to be promulgated.

6.2 Subsidiary Regulations Required under Government Regulation on Port Affairs

While GR 61 contains a wide-ranging set of provisions giving effect to the Law, it in turn mandates the Minister of Transport to issue regulations with regard to a long list of topics (see Table 6-2).

6.3 Policy Actions

Port policy requires certain actions for effective policy implementation (Table 6-3). The Ministry of Transport will assure that an integrated planning process is in place and that the port sector is fully represented in the Ministry’s planning deliberations. Mechanisms also need to be developed to assure continuous open dialogue with stakeholders on the range of policy, planning, and regulatory issues. Finally, the ministerial regulations such that port authorities have management autonomy reflected in modernized port organizations. Pursuing the status of Indonesia public service organization21 for port authorities is an obvious remedy for achieving the needed autonomy.

20

See Master Plan for the Acceleration and Expansion of Indonesia’s Development 2011 – 2025, p 179. 21

Badan Layanan Umum (Public Service Organization). A public service organization is a stand-alone organization within the public service with features that provide a measure of independence and financial self-sufficiency. This status would thus providing Port Authorities with the structure and autonomy enjoyed by the modernized port organizations previously described.


94

Table 6-1 Regulatory Mandates for the Ministry in Shipping Law No. 17 of 2008

Regulations Proposed for Law on Shipping

No. Subject Matters to be Promulgated (Ministerial Regulations) Target Date Remarks

1 Guidance for Commercial Port Tariff and Provincial and Local Port Tariff

4th Quarter 2012

Article 110 of the Shipping Law

2 Design and Execution of Dredging and Reclamation / Certification of Service Providers

4th Quarter 2012


3 Designation of Compulsory Pilotage Areas, Training and Examination of Pilots and Pilotage Operations

4th Quarter 2012


4 Port Security 4th Quarter 2012


5 Port Operations (ship repair, cargo transfer, towage, hazardous goods handling)

4th Quarter 2012


6 Port Pollution 4th Quarter 2012


7 Shipping and Port Information System 4th Quarter 2012


Table 6-2 Scope of Government Regulation No. 61 of 2009

No. Subject Matters to be Promulgated (Ministerial Regulations Time Target Remark

1 Port Location Procedures 4th Quarter 2012

Article 19 of GR 61/ 2009

2 Procedures for Formulation and Evaluation of Port Master Plans 4th Quarter 2012

Article 29 of GR 61

3 Procedures for Formulation and Evaluation of Port Working Areas and Port Interest Areas

4th Quarter 2012

Article 36 of GR 61

4 Procedures for Provision, Maintenance, Standards, and Specifications for Breakwaters, Port Basins, Navigational Channels, Road Networks and Port Security and Order

2nd Quarter 2013

Article 67 of GR 61

5 Requirements and Procedures for Granting and Revoking Concessions

2nd Quarter 2012

Article 78 of GR 61

6 Port Development Licensing 2nd Quarter 2012

Article 86 of GR 61

7 Port Expansion Licensing 2nd Quarter 2012

Article 93 of GR 61

8 Requirements and Procedures for Port Operations, Operational Improvement and Capacity Upgrades Licensing

2nd Quarter 2012

Article 104 of GR 61

9 Procedures for Port Location, Construction and Operational Licenses for Dry Ports

4th Quarter 2012


10 Requirements and Procedures for Special Terminals (location approval, construction and operational licenses, third party use, operational improvement, change of status to port, license revocation, transfer to government control)

4th Quarter 2012



95

No. Subject Matters to be Promulgated (Ministerial Regulations Time Target Remark

11 Procedures for Approval of Own-Interest Terminals 4th Quarter 2012


12 Type, Structure and Classification of Port Business Entity Tariff for Port Services, Mechanism for determining tariff for use of port land and waters

4th Quarter 2012


13 Procedures for Determining Foreign Trade Status of Port and Special Terminals

4th Quarter 2012


14 Procedures for Data Processing and Reporting and Preparation of Port Information System

4th Quarter 2012


Table 6-3 Actions for Policy Implementation

No. Subject Matters to be Promulgated Time Target Remark

1 Establish stakeholder/port user committees in each port authority jurisdiction to serve as a consultative mechanism with the Ministry of Transport on policy formulation, review, and implementation

4th Quarter 2012

Essential for port policy formulation, implementation, and review

2 Incorporate integrated planning considerations in port master plan guidelines

4th Quarter 2012

Essential for integrated planning, facilitation, and performance monitoring policy area

3 Issue internal mandate in the Ministry to engage with other government agencies and port users to continuously review port sector performance and adopt practices to to eliminante constraints to good performance

1st Quarter 2012


4 Issue a set of performance indicators for planning and performance monitoring purposes and establish procedure for publishing indicators

4th Quarter 2012


5 Issue”light handed” tariff policy 4th Quarter 2012

Essential to tariff regulation policy area

6 Establish procedure for submitting tariffs for approval in the case of port authorities and PMUs and for review in the case of port business entities

4th Quarter 2012


7 Develop and publish tariff and service agreement review process; review process to consider anticompetitive effects

4th Quarter 2012


8 Consider development of memorandum of understanding with KPPU as to the monitoring and promotion of port sectror competition

4th Quarter 2012

Essential to Promoting Port Sector Competition policy area

9 Incorporate consideration of competition effects in national and local master plan formulation and review.

4th Quarter 2012


10 Introduce complaint and dispute resolution procedure for addressing complaints regarding tariffs and anticompetitive behavior

2nd Quarter 2013


11 Assess training requirements for DGST, port 4th Quarter Essential to Enhance Labor


96

No. Subject Matters to be Promulgated Time Target Remark

authorities/PMUs, labor cooperatives, and port business entities and develop strategy for meeting training needs

2012 Competitiveness policy area

12 Engage in memorandums of understanding with training centers, vocational institutes, and higher education institutions to promote port sector careers and the development of port-centric curriculums

4th Quarter 2012

Essential to Enhance Labor Competitiveness policy area

13 Engage in dialogue with labor coops to formulate incentives for increasing productivity

2nd Quarter 2012


14 Develop and implement strategy for recruitment and retention of women workers in the port sector

4th Quarter 2012


15 Issue regulations which entrust port authorities with effective powers to oversee landside safety and security

4th Quarter 2012

Essential to Supporting Effective Safety Regulation policy area

16 Promulgate framework setting forth port authority obligations for safety regulation compliance

2nd Quarter 2012

Essential to Supporting Effective Safety Regulation policy area

17 Promulgate port environmental protection code to be agreed to between Ministry and port authorities/PMUs

4th Quarter 2012

Essential to Supporting Effective Enironmental Regulation policy area

18 Issue regulations to provide for harbor master with sufficient authority to manage and control pollution in ports

4th Quarter 2012


19 Engage partners and enter into cooperative agreements to assure effective emergency response in the prot sector

2nd Quarter 2012


20 Establish autonomous status for port authorities and PMUs

4th Quarter 2013

Essential for effective management of port sector

6.4 Short-Term Initiatives for Facilitating Policy Implementation

While actions for policy implementation are what is needed to effect policy, there are also a number of initiatives, intended for the short-term, that can be implemented to facilitate policy implementation, generally focusing on port performance, including administration, labor, and development. These are identified in Table 6-4.

Table 6-4 Near-term Initiatives for Facilitating Policy Implementation

No. Subject Matters to be Promulgated

Time Target

Remark

1

Preparation of a Port Administration Operations Toolkit for Port Authority and Port Management Unit:

Model Concession and Other Form of Agreements

Model Licenses

Tariff Financial

4th Quarter 2012

Essential for empowering of Port Authority/PA and Port Management Unit/PMU


97


Time Target

Remark

Analysis Model

Port Operational Performance Indicator System

2 Intensify collaboration with higher education institutions and Pelindo training centers addressing topics related to:

Planning analysis

Trade forecasting methodology

Operations analysis

Capacity assessment

Port market assessments and Tariff analysis

4th Quarter 2012

Essential to enhance capabilities of PA, PMU and DGST personnel

3 Assessment of Port Labor Competitiveness

4th Quarter 2012

Essential to enhance labor performance

4

Formulation of strategies for divesting small ports (addressing asset transfer, port management, and capacity building)

4th Quarter 2012

Essential to facilitate management of ports at regional level

5

Streamlining approval procedures and regulatory bottlenecks (in view of the scope of regulatory responsibilities of the Minister/DGST, PA/PMU, and regional governments)

4th Quarter 2012

Essential for ease of regulatory burden on the private sector and clarification of government agency responsibilities

6

Assessment on transferring port land and water management rights to port authorities

4th Quarter 2012

Essential for empowering of Port Authority

7

Option assessment and implementation of flexible and autonomous port authorities (including BLU/Badan Layanan Umum)

2th Quarter 2013

Essential for empowering port authority

8

Assessment of development of international hub ports (including Kuala Tanjung and Bitung)

4th Quarter 2012

Essential for future port development

9

Design and implementation of a Port Information System

4th Quarter 2012

Essential for developing data base of port statistics, facilities, accesses, and services (a web based Port Information System that is integrated with the National Shipping Information System, incl. NSW applications)


98


Time Target

Remark

10

Prepare Port Master Plan and/or feasibility Study for PSP / PPP model projects

2nd Quarter 2013

Essential for developing PSP / PPP port model projects

11

Optimisation of traffic mitigation strategies with port operations requirements (including Tanjung Priok, Tanjung Perak, and Belawan ports)

2nd Quarter 2012

Essential for smoothness of strategic port operations


99

Appendix 1. Port Hierarchy

Appendix A-1 Port Hierarchy

No.

Regency / Municipality

Port Name Port Hierarchy

2011 2015 2020 2030

Province : Nangroe Aceh Darussalam

1 Aceh Barat Meulaboh Collector Collector Collector Collector

2 Aceh Jaya Calang Collector Collector Collector Collector

3 Banda Aceh Malahayati Collector Collector Collector Collector

4 Aceh Barat Daya Susoh Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

5 Aceh Selatan Tapaktuan Collector Collector Collector Collector

6 Aceh Selatan Sibade Local Feeder Local Feeder Local Feeder Local Feeder

7 Aceh Timur Idi Local Feeder Local Feeder Local Feeder Local Feeder

8 Langsa Kuala Langsa Collector Collector Collector Collector

9 Aceh Utara Kuala Beukah Local Feeder Local Feeder Local Feeder Local Feeder

10 Aceh Utara Lhokseumawe Collector Collector Collector Collector

11 Pidie Sigli Local Feeder Local Feeder Local Feeder Local Feeder

12 Sabang Sabang Main Main Main Main

13 Sabang Ule Lheu Collector Collector Collector Collector

14 Simeulue Sibigo Local Feeder Local Feeder Local Feeder Local Feeder

15 Simeulue Sinabang Collector Collector Collector Collector

16 Aceh Selatan P. Banyak Local Feeder Local Feeder Local Feeder Local Feeder

17 Aceh Singkil P. Serok Local Feeder Local Feeder Local Feeder Local Feeder

18 Aceh Singkil Singkil Local Feeder Local Feeder Local Feeder Local Feeder

19 Aceh Singkil Gosong telaga Local Feeder Local Feeder Local Feeder Local Feeder

Province: Sumatera Utara

1 Batubara Kuala Tanjung Main Main Main Main

2 Batubara Pangkalan Dodek Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

3 Batubara Perupuk Local Feeder Local Feeder Local Feeder Local Feeder

4 Batubara Tanjung Tiram Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

5 Batubara Teluk Nibung Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

6 Serdang Bedagai Sialang Buah Local Feeder Local Feeder Local Feeder Local Feeder

7 Serdang Bedagai Pantai Cermin Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

8 Asahan Tanjung Balai Asahan

Collector Collector Collector Collector

9 Langkat Pangkalan Susu Collector Collector Collector Collector

10 Langkat Pulau KampaI Local Feeder Local Feeder Local Feeder Local Feeder

11 Langkat Tanjung Pura Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

12 Langkat Tapak Kuda Local Feeder Local Feeder Local Feeder Local Feeder


100

No.



2011 2015 2020 2030

13 Langkat Kuala SaraMain Local Feeder Local Feeder Local Feeder Local Feeder

14 Deli Serdang Belawan Main Main Main Main

15 Deli Serdang Pantai Labu Local Feeder Local Feeder Local Feeder Local Feeder

16 Deli Serdang Percut Local Feeder Local Feeder Local Feeder Local Feeder

17 Deli Serdang Rantau Panjang Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

18 Deli Serdang Tanjung Beringin Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

19 Labuhan Batu Labuhan Bilik Local Feeder Local Feeder Local Feeder Local Feeder

20 Labuhan Batu Sel Barombang Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

21 Labuhan Batu Teluk. Lidong Collector Collector Collector Collector

22 Labuhan Batu Tg. Sarang Elang Collector Collector Collector Collector

23 Mandailing Natal Natal/Sikara-kara


24 Mandailing Natal Sikara-Kara Collector Collector Collector Collector

25 Nias Gunung Sitoli Collector Collector Collector Collector

26 Nias Lahawa Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

27 Nias Sirombu Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

28 Nias Selatan Mainlau Tanah Masa

Local Feeder Local Feeder Local Feeder Local Feeder

29 Nias Selatan Mainlau Tello Collector Collector Collector Collector

30 Nias Selatan Teluk Dalam Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

31 Tapanuli Tengah Barus Local Feeder Local Feeder Local Feeder Local Feeder

32 Tapanuli Tengah Manduamas Local Feeder Local Feeder Local Feeder Local Feeder

33 Tapanuli Tengah Sibolga Collector Collector Collector Collector

34 Tapanuli Tengah Oswald Siahaan/ Labuhan Angin


35 Mandailing Natal Batahan Collector Collector Collector Collector

Province: Riau

1 Rokan Hilir Bagan Siapi-api Local Feeder Local Feeder Local Feeder Local Feeder

2 Rokan Hilir Panipahan Collector Collector Collector Collector

3 Rokan Hilir Sinaboi Local Feeder Local Feeder Local Feeder Local Feeder

4 Rokan Hilir Pancur Local Feeder Local Feeder Local Feeder Local Feeder

5 Rokan Hilir Penyalaman Local Feeder Local Feeder Local Feeder Local Feeder

6 Kep.Meranti Bandul Local Feeder Local Feeder Local Feeder Local Feeder

7 Kep.Meranti Melibur Local Feeder Local Feeder Local Feeder Local Feeder

8 Kep.Meranti Selat Panjang Collector Collector Collector Collector

9 Kep.Meranti Tanjung Samak Local Feeder Local Feeder Local Feeder Local Feeder

10 Kep.Meranti Tanjung Kedadu Local Feeder Local Feeder Local Feeder Local Feeder

11 Bengkalis Batu Panjang Local Feeder Local Feeder Local Feeder Local Feeder

12 Bengkalis Bengkalis Collector Collector Collector Collector


101

No.



2011 2015 2020 2030

13 Bengkalis Buatan Local Feeder Local Feeder Local Feeder Local Feeder

14 Siak Sel Apit Local Feeder Local Feeder Local Feeder Local Feeder

15 Bengkalis Sungai Pakning Collector Collector Collector Collector

16 Siak Kurau/ Sei Lalang


17 Siak Sungai Siak Collector Collector Collector Collector

18 Siak Tanjung Buton Collector Collector Collector Collector

19 Dumai Dumai Main Main Main Main

20 Dumai Tanjung Medang Collector Collector Collector Collector

21 Indragiri Hilir Kuala Enok (including Pembuangan)


22 Indragiri Hilir Kuala Gaung Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

23 Indragiri Hilir Kuala Mandah Local Feeder Local Feeder Local Feeder Local Feeder

24 Indragiri Hilir Kuala Raya Local Feeder Local Feeder Local Feeder Local Feeder

25 Indragiri Hilir Concong Luar Local Feeder Local Feeder Local Feeder Local Feeder

26 Indragiri Hilir Bekawan Luar Local Feeder Local Feeder Local Feeder Local Feeder

27 Indragiri Hilir Sungai Buluh Local Feeder Local Feeder Local Feeder Local Feeder

28 Indragiri Hilir Perigi Raya Local Feeder Local Feeder Local Feeder Local Feeder

29 Indragiri Hilir Pulau Kijang Local Feeder Local Feeder Local Feeder Local Feeder

30 Indragiri Hilir Sapat Local Feeder Local Feeder Local Feeder Local Feeder

31 Indragiri Hilir Tambilahan Collector Collector Collector Collector

32 Indragiri Hilir Sungai Guntung Collector Collector Collector Collector

33 Indragiri Hulu Rengat Collector Collector Collector Collector

34 Palalawan Penyalai Collector Collector Collector Collector

35 Pekanbaru Pekanbaru (including Perawang)


Province: Riau

1 Batam Batam/ Batu Ampar

Main Main Main Main

2 Batam Batam/ Sekupang

Main Main Main Main

3 Batam Kabil Main Main Main Main

4 Batam Nogsa Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

5 Batam Pulau Bulan Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

6 Batam Pulau Sambu Collector Collector Collector Collector

7 Batam Tanjung Sauh - Main Main Main

8 Karimun P Buku Local Feeder Local Feeder Local Feeder Local Feeder

9 Karimun Meral Local Feeder Local Feeder Local Feeder Local Feeder

10 Karimun Pos Telaga Local Feeder Local Feeder Local Feeder Local Feeder

11 Karimun Moro Collector Collector Collector Collector


102

No.



2011 2015 2020 2030

12 Karimun Pasir Panjang Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

13 Karimun Sikumbang Kundur


14 Karimun Tanjung Batu Collector Collector Collector Collector

15 Karimun Urung/Tg. Berlian


16 Karimun Malarko Collector Collector Collector Collector

17 Karimun Tg. Balai Karimun

Main Main Main Main

18 Lingga Dabo Singkep Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

19 Lingga Daik Lingga Local Feeder Local Feeder Local Feeder Local Feeder

20 Lingga Panuba Local Feeder Local Feeder Local Feeder Local Feeder

21 Lingga Sei Buluh Local Feeder Local Feeder Local Feeder Local Feeder

22 Lingga Senayang Local Feeder Local Feeder Local Feeder Local Feeder

23 Bintan Lagol Collector Collector Collector Collector

24 Bintan Lobam Main Main Main Main

25 Bintan Sei Kolak Kijang Collector Collector Collector Collector

26 Bintan Tanjung Uban Collector Collector Collector Collector

27 Bintan Tambelan Local Feeder Local Feeder Local Feeder Local Feeder

28 Bintan Tanjung Berakit Collector Collector Collector Collector

29 Kep. Anambas Letung Local Feeder Local Feeder Local Feeder Local Feeder

30 Kep.Anambas Matak Local Feeder Local Feeder Local Feeder Local Feeder

31 Kep. Anambas Tarempa Collector Collector Collector Collector

32 Natuna Anoa Natuna Local Feeder Local Feeder Local Feeder Local Feeder

33 Natuna Kakap Natuna Collector Collector Collector Collector

34 Natuna Midai Local Feeder Local Feeder Local Feeder Local Feeder

35 Natuna Ranai Collector Collector Collector Collector

36 Natuna Maro Sulit Collector Collector Collector Collector

37 Natuna Sedanau Local Feeder Local Feeder Local Feeder Local Feeder

38 Natuna Selat Lampa Collector Collector Collector Collector

39 Natuna Serasan Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

40 Natuna Udang Natuna Collector Collector Collector Collector

41 Natuna Belion Local Feeder Local Feeder Local Feeder Local Feeder

42 Natuna Belida Local Feeder Local Feeder Local Feeder Local Feeder

43 Natuna Hang Tuah Local Feeder Local Feeder Local Feeder Local Feeder

45 Tg. Pinang Batu Enam Collector Collector Collector Collector

46 Tg. Pinang Tanjung Pinang Collector Collector Collector Collector

Province: Sumatera Barat

1 Kep. Mentawai Muara Siberut Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

2 Kep. Mentawai Muara Sikabaluan



103

No.



2011 2015 2020 2030

3 Kep. Mentawai Pokai Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

4 Kep. Mentawai Sikakap Collector Collector Collector Collector

5 Kep. Mentawai Siuban Collector Collector Collector Collector

6 Kep. Mentawai Tapak/Baka Local Feeder Local Feeder Local Feeder Local Feeder

7 Kep. Mentawai Tua Pejat Collector Collector Collector Collector

8 Padang Muara Padang Collector Collector Collector Collector

9 Padang Teluk Bayur Main Main Main Main

10 Pasaman Barat Air Bangis Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

11 Pasaman Barat Sasak Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

12 Pasaman Barat Teluk Tapang Collector Collector Collector Collector

13 Pesisir Selatan Muara Haji Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

14 Pesisir Selatan Carocok Painan Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

Province: Jambi

1 Jambi Jambi Collector Collector Collector Collector

2 Jambi Pangkal Duri Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

3 Jambi Sungai Jembat Local Feeder Local Feeder Local Feeder Local Feeder

4 Tg. Jabung Barat Kuala Tungkal Collector Collector Collector Collector

5 Tg. Jabung Timur Air Hitam Laut Local Feeder Local Feeder Local Feeder Local Feeder

6 Tg. Jabung Timur Kuala Mandahara

Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

7 Tg. Jabung Timur Lambur Luar Local Feeder Local Feeder Local Feeder Local Feeder

8 Tg. Jabung Timur Muara delli Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

9 Tg. Jabung Timur Muara Sabak Collector Collector Collector Collector

10 Tg. Jabung Timur Nipah Panjang Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

11 Tg. Jabung Timur Pamusiran Local Feeder Local Feeder Local Feeder Local Feeder

12 Tg. Jabung Timur Simbur Naik Local Feeder Local Feeder Local Feeder Local Feeder

13 Tg. Jabung Timur Sungai Lokan Local Feeder Local Feeder Local Feeder Local Feeder

14 Tg. Jabung Timur Talang Duku Collector Collector Collector Collector

Province: Bengkulu

1 Kaur Pulau Baai Collector Collector Collector Collector

2 Kaur Bintuhan/ Linau

Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

3 Bengkulu Selatan Malakoni/P. Enggano

Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

4 Muko - Muko Muko-Muko Local Feeder Local Feeder Local Feeder Local Feeder

Province: Bangka Belitung

1 Bangka Belinyu Collector Collector Collector Collector

2 Bangka Lok. Palembang Regional Regional Regional Regional


104

No.



2011 2015 2020 2030

Feeder Feeder Feeder Feeder

3 Bangka Sungai Liat Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

4 Bangka Barat Muntok Collector Collector Collector Collector

5 Bangka Tengah Pangkal Balam Collector Collector Collector Collector

6 Bangka Tengah Sungai Salam Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

7 Bangka Selatan Tanjung Sadai Collector Collector Collector Collector

8 Bangka Selatan Toboali Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

9 Belitung Timur Manggar Collector Collector Collector Collector

10 Belitung Tanjung Pandan Collector Collector Collector Collector

11 Belitung Tanjung Batu Collector Collector Collector Collector

Province: Sumatera Selatan

1 Banyu Asin Tanjung Api-Api Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

2 Banyu Asin Karang Agung Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

3 OKI Sungai Lumpur Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

4 OKI Sungai Lais Collector Collector Collector Collector

5 OKI Kuala Duabelas Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

6 OKI Sungai Batang Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

7 OKI Sugihan Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

8 Palembang Boom Baru/ Palembang

Main Main Main Main

Province: Lampung

1 Bandar Lampung Teluk Betung Collector Collector Collector Collector

2 Lampung Barat Krui Local Feeder Local Feeder Local Feeder Local Feeder

3 Lampung Selatan Kalianda Local Feeder Local Feeder Local Feeder Local Feeder

4 Lampung Selatan Lagundi Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

5 Lampung Selatan P. Sambesi Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

6 Lampung Selatan Panjang Main Main Main Main

7 Lampung Tengah Way Seputih Local Feeder Local Feeder Local Feeder Local Feeder

8 Lampung Timur Kuala Penat Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

9 Lampung Timur Labuhan Maringgai

Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

10 Lampung Timur Way Penat Local Feeder Local Feeder Local Feeder Local Feeder

11 Lampung Timur Way Sekampung Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

12 Lampung Utara Masuji Regional Regional Regional Regional


105

No.



2011 2015 2020 2030


13 Tanggamus Kota Agung Collector Collector Collector Collector

14 Tanggamus P. Tabuan Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

15 Tulang Bawang Teladas Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

16 Tulang Bawang Manggala Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

17 Tulang Bawang Sungai Burung Local Feeder Local Feeder Local Feeder Local Feeder

18 Tulang Bawang Tulang Bawang Collector Collector Collector Collector

19 Tulang Bawang Kelumbayan Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

Province: Jawa Barat

1 Bekasi Muara Gembong Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

2 Ciamis Pengandaran Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

3 Cirebon Cirebon Collector Collector Collector Collector

4 Cirebon Muara Gebang Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

5 Indramayu Eretan Local Feeder Local Feeder Local Feeder Local Feeder

6 Indramayu Indramayu Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

7 Indramayu Balongan Collector Collector Collector Collector

8 Subang Pamanukan Collector Collector Collector Collector

9 Karawang Cilamaya Main Main Main Main

10 Sukabumi Pelabuhan Ratu Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

11 Sukabumi Muara Citewis Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

Province: Banten

1 Lebak M. Binuangan Local Feeder Local Feeder Local Feeder Local Feeder

2 Pandeglang Labuhan Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

3 Serang Anyer Lor Collector Collector Collector Collector

4 Cilegon Banten Main Main Main Main

5 Cilegon Cigading Collector Collector Collector Collector

6 Serang Karangantu Collector Collector Collector Collector

7 Serang Bojonegara Collector Collector Collector Collector

8 Tangerang Kresek/ Kronjo


9 Tangerang Muara Dadap Local Feeder Local Feeder Local Feeder Local Feeder

Province: DKI Jakarta

1 Jakarta Utara Kalibaru Collector Collector Collector Collector

2 Jakarta Utara Muara Baru Collector Collector Collector Collector

3 Jakarta Utara Sunda Kelapa Collector Collector Collector Collector


106

No.



2011 2015 2020 2030

4 Jakarta Utara

Tg. Priok (including Tarumanegara, Marunda Center, FRSU LNG (Bekasi))

Main Main Main Main

5 Jakarta Utara Marunda Collector Collector Collector Collector

6 Jakarta Utara Muara Angke Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

7 Kep. Seribu P.Kelapa/Kep. Seribu


Province: Jawa Tengah

1 Batang Batang Collector Collector Collector Collector

2 Brebes Brebes Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

3 Brebes Luwut Local Feeder Local Feeder Local Feeder Local Feeder

4 Cilacap Tanjung Intan Main Main Main Main

5 Jepara Jepara Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

6 Jepara Karimun Jawa Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

7 Pati Juwana Collector Collector Collector Collector

8 Pekalongan Wiradesa Local Feeder Local Feeder Local Feeder Local Feeder

9 Pemalang Pemalang Local Feeder Local Feeder Local Feeder Local Feeder

10 Rembang Rembang Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

11 Rembang Sluke Collector Collector Collector Collector

12 Semarang Tanjung Emas Main Main Main Main

13 Tegal Tegal Collector Collector Collector Collector

14 Kendal Kendal Collector Collector Collector Collector

Province: Jawa Timur

1 Bangkalan Kamal Collector Collector Collector Collector

2 Bangkalan Sepulu Local Feeder Local Feeder Local Feeder Local Feeder

3 Bangkalan Glimandangi Local Feeder Local Feeder Local Feeder Local Feeder

4 Bangkalan Telaga Biru Collector Collector Collector Collector

5 Banyu Wangi Banyu Wangi/Boom

Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

6 Banyu Wangi Tanjung Wangi Collector Collector Collector Collector

7 Gresik Bawean Collector Collector Collector Collector

8 Gresik Gresik Collector Collector Collector Collector

9 Gresik Masalembo Local Feeder Local Feeder Local Feeder Local Feeder

10 Lamongan Brondong Collector Collector Collector Collector

11 Pamekasan Branta Collector Collector Collector Collector

12 Pamekasan Pasean Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder


107

No.



2011 2015 2020 2030

13 Pasuruan Pasuruan Collector Collector Collector Collector

14 Probolinggo Probolinggo/ Tg.Tembaga


15 Probolinggo Paiton Collector Collector Collector Collector

16 Sampang Sampang/ Tadan


17 Sampang Tanlok Local Feeder Local Feeder Local Feeder Local Feeder

18 Situbondo Panarukan Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

19 Situbondo Besuki Local Feeder Local Feeder Local Feeder Local Feeder

20 Situbondo Jangkar Local Feeder Local Feeder Local Feeder Local Feeder

21 Situbondo Kalbut Collector Collector Collector Collector

22 Sumanep Gayam Local Feeder Local Feeder Local Feeder Local Feeder

23 Sumanep Kaliangat Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

24 Sumanep Kangean Collector Collector Collector Collector

25 Sumenep P. Raas Local Feeder Local Feeder Local Feeder Local Feeder

26 Sumenep Sapudi Collector Collector Collector Collector

27 Sumanep Sepekan Collector Collector Collector Collector

28 Sumenep Keramaian Local Feeder Local Feeder Local Feeder Local Feeder

29 Surabaya

Tanjung Perak (including Teluk Lamong, Socah dan Tanjung Bulupandan)

Main Main Main Main

30 Tuban Tuban Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

31 Tuban Tg. Awar-awar Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

32 Pacitan Pacitan Collector Collector Collector Collector

Province: Bali

1 Klungkung Kusamba Local Feeder Local Feeder Local Feeder Local Feeder

2 Klungkung Nusa Lembongan


3 Klungkung Nusa Penida Collector Collector Collector Collector

4 Buleleng Buleleng Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

5 Buleleng Celukan Bawang Collector Collector Collector Collector

6 Buleleng Pos Sangsit Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

7 Jembrana Gilimanuk Collector Collector Collector Collector

8 Denpasar Benoa Main Main Main Main

9 Denpasar Sanur Local Feeder Local Feeder Local Feeder Local Feeder

10 Karangasem Labuhan Lalang Local Feeder Local Feeder Local Feeder Local Feeder

11 Karangasem Padang Baai Collector Collector Collector Collector

12 Karangasem Labuan Collector Collector Collector Collector


108

No.



2011 2015 2020 2030

Amuk/Tanah ampo

Province: Nusa Tenggara Barat

1 Bima Bima Collector Collector Collector Collector

2 Bima Sape Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

3 Bima Waworada Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

4 Dompu Dompu/ Campi

Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

5 Dompu Calabahi Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

6 Dompu Kempo Local Feeder Local Feeder Local Feeder Local Feeder

7 Lombok Barat Lembar Collector Collector Collector Collector

8 Lombok Barat Pemenang/Tanjung

Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

9 Lombok Barat Belang Collector Collector Collector Collector

10 Lombok Barat Senggigi Local Feeder Local Feeder Local Feeder Local Feeder

11 Lombok Barat Bangko -Bangko Local Feeder Local Feeder Local Feeder Local Feeder

12 Lombok Timur Labuhan Haji Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

13 Lombok Timur Labuhan Lombok Collector Collector Collector Collector

14 Lombok Timur Tg. Luar Local Feeder Local Feeder Local Feeder Local Feeder

15 Lombok Utara Carik Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

16 Sumbawa Barat Labuhan Lalar Local Feeder Local Feeder Local Feeder Local Feeder

17 Sumbawa Barat Badas Collector Collector Collector Collector

18 Sumbawa Barat Benete Collector Collector Collector Collector

19 Sumbawa Alas Local Feeder Local Feeder Local Feeder Local Feeder

20 Mataram Ampenan Collector Collector Collector Collector

Province: Nusa Tenggara Timur

1 Alor Baranusa Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

2 Alor Kabir Local Feeder Local Feeder Local Feeder Local Feeder

3 Alor Kalabahi Collector Collector Collector Collector

4 Alor Kolana Local Feeder Local Feeder Local Feeder Local Feeder

5 Alor Atapupu Collector Collector Collector Collector

6 Alor Paitoko Local Feeder Local Feeder Local Feeder Local Feeder

7 Ende Maritaing Collector Collector Collector Collector

8 Ende Pulau Ende Local Feeder Local Feeder Local Feeder Local Feeder

9 Flores Timur Ippi Collector Collector Collector Collector

10 Flores Timur Waiwadan Collector Collector Collector Collector

11 Flores Timur Waiwarang Local Feeder Local Feeder Local Feeder Local Feeder

12 Flores Timur Ende Collector Collector Collector Collector


109

No.



2011 2015 2020 2030

13 Flores Timur Dulionang Local Feeder Local Feeder Local Feeder Local Feeder

14 Flores Timur Menanga Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

15 Lembata Balauring Local Feeder Local Feeder Local Feeder Local Feeder

16 Lembata Larantuka Collector Collector Collector Collector

17 Lembata Leoleba Local Feeder Local Feeder Local Feeder Local Feeder

18 Lembata Lembata Local Feeder Local Feeder Local Feeder Local Feeder

19 Lembata Lamakera Local Feeder Local Feeder Local Feeder Local Feeder

20 Sabu Timur Biu Collector Collector Collector Collector

21 Rote Ndao Batutua Local Feeder Local Feeder Local Feeder Local Feeder

22 Rote Ndao Baa/Rote Collector Collector Collector Collector

23 Rote Ndao Ndao Local Feeder Local Feeder Local Feeder Local Feeder

24 Rote Ndao Oelaba Local Feeder Local Feeder Local Feeder Local Feeder

25 Rote Ndao Papele/ P. Baru


26 Rote Ndao Papela Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

27 Kupang Naikliu Local Feeder Local Feeder Local Feeder Local Feeder

28 Kupang Raijua Local Feeder Local Feeder Local Feeder Local Feeder

29 Kupang Seba Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

30 Kupang Tenau/ Kupang

Main Main Main Main

31 Manggarai Barat Komodo Collector Collector Collector Collector

32 Manggarai Barat Labuhan Bajo Collector Collector Collector Collector

33 Manggarai Timur Mborong Local Feeder Local Feeder Local Feeder Local Feeder

34 Manggarai Barat Nangalili Local Feeder Local Feeder Local Feeder Local Feeder

35 Manggarai Reo Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

36 Manggarai Robek Local Feeder Local Feeder Local Feeder Local Feeder

37 Manggarai Waiwole Local Feeder Local Feeder Local Feeder Local Feeder

38 Ngada Aimere Local Feeder Local Feeder Local Feeder Local Feeder

39 Ngada Maropokot Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

40 Ngada Maumbawa Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

41 Sikka Wuring Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

42 Sikka Maumere Collector Collector Collector Collector

43 Sikka Maurole Local Feeder Local Feeder Local Feeder Local Feeder

44 Sikka Piru Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

45 Sikka Palue Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

46 Sumba Barat Rua Local Feeder Local Feeder Local Feeder Local Feeder

47 Sumba Barat Waikelo Regional Regional Regional Regional


110

No.



2011 2015 2020 2030

Daya Feeder Feeder Feeder Feeder

48 Sumba Timur Baing Local Feeder Local Feeder Local Feeder Local Feeder

49 Sumba Timur Waingapu Collector Collector Collector Collector

50 Timor Tengah Utara

Wini Collector Collector Collector Collector

Province: Kalimantan Barat

1 Ketapang Air Hitam Collector Collector Collector Collector

2 Ketapang Kendawangan Collector Collector Collector Collector

3 Ketapang Ketapang Collector Collector Collector Collector

4 Ketapang Teluk Melano/Teluk Batang


5 Pontianak Pontianak Main Main Main Main

6 Pontianak Mempawah Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

7 Kubu Raya Paloh/Sakura Collector Collector Collector Collector

8 Sambas Jaruju Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

9 Sambas Sambas Collector Collector Collector Collector

10 Sambas Sintete Collector Collector Collector Collector

11 Kubu Utara Singkawang Collector Collector Collector Collector

12 Kubu Utara Teluk Air Collector Collector Collector Collector

13 Kayong Utara Karimata Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

14 Kayong Utara Tg. Satai Local Feeder Local Feeder Local Feeder Local Feeder

15 Kayong Utara Sukadana Local Feeder Local Feeder Local Feeder Local Feeder

Province: Kalimantan Tengah

1 Kota Waringin Barat

Kumai (including Bumiharjo)



Pangkalan Bun Collector Collector Collector Collector


Natal Kuini Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

4 Sukamara Sukamara Collector Collector Collector Collector

5 Sukamara Kuala Jelay Local Feeder Local Feeder Local Feeder Local Feeder

6 Kota Waringin Timur

Kuala Pembuang Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder


Pegatan Mendawai

Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder


Sampit Main Main Main Main


Samuda Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

10 Kapuas Behaur Local Feeder Local Feeder Local Feeder Local Feeder

11 Kapuas Kuala Kapuas Collector Collector Collector Collector


111

No.



2011 2015 2020 2030

12 Kapuas Pulang Pisau Collector Collector Collector Collector

13 Kapuas Batanjung Collector Collector Collector Collector

14 Palangka-raya Kereng Bengkirai Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

15 Palangka-raya Teluk Sebangau Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

16 Palangka-raya Kahayan Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

17 Barito Selatan Kelanis Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

18 Barito Selatan Rangga Ilung Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

19 Seruyan Teluk Sigintung/ Seruyan


Province: Kalimantan Selatan

1 Banjarmasin Banjarmasin Main Main Main Main

2 Kotabaru Gunung Batu Besar


3 Kotabaru Stagen Collector Collector Collector Collector

4 Kotabaru Kota Baru Collector Collector Collector Collector

5 Kotabaru Sebuku Collector Collector Collector Collector

6 Kotabaru Mekar Putih Main Main Main Main

7 Tanah Bumbu Satui/ Sel Danau


8 Tanah Bumbu Simp. Empat Batu Licin


9 Tanah Bumbu Pegatan Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

10 Tanah Bumbu Sungai Loban Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

11 Tanah Laut Kintap Collector Collector Collector Collector

12 Tanah Laut Pelaihari Collector Collector Collector Collector

Province: Kalimantan Timur

1 Balikpapan Balikpapan Main Main Main Main

2 Balikpapan Kampung Baru Collector Collector Collector Collector

3 Berau Talisayan Local Feeder Local Feeder Local Feeder Local Feeder

4 Berau Tanjung Redep Collector Collector Collector Collector

5 Bontang Lhok Tuan Collector Collector Collector Collector

6 Bontang Tanjung Laut Collector Collector Collector Collector

7 Bontang Tanjung Santan Collector Collector Collector Collector

8 Nunukan Nunukan Collector Collector Collector Collector

9 Bulungan Tanjung Selor Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

10 Tarakan Tarakan Collector Collector Collector Collector

11 Kutai Kertanegara

Kuala Semboja Collector Collector Collector Collector


112

No.



2011 2015 2020 2030

12 Kutai Kertanegara

Sabulu Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

13 Kutai Timur Sangata Collector Collector Collector Collector

14 Kutai Timur Maloy Collector Collector Collector Collector

15 Kutai Timur Sangkulirang Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

16 Nunukan Sungai Nyamuk Collector Collector Collector Collector

17 Paser Tanah Grogot Collector Collector Collector Collector

18 Paser Teluk Adang Collector Collector Collector Collector

19 Samarinda

Samarinda (including Palaran, Tanjung Isuy)


20 Penajam Paser Utara

Penajam Paser Collector Collector Collector Collector

21 Tana Tidung Pulau Bunyu Collector Collector Collector Collector

22 Tana Tidung Sesayap Local Feeder Local Feeder Local Feeder Local Feeder

Province: Sulawesi Utara

1 Bitung Air Tembaga Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

2 Bitung Bitung Main. Main. Main. Main.

3 Minahasa Kora-Kora Local Feeder Local Feeder Local Feeder Local Feeder

4 Minahasa Utara Montehage Local Feeder Local Feeder Local Feeder Local Feeder

5 Minahasa Utara Munte/ Likupang Barat

Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

6 Minahasa Utara Gangga Local Feeder Local Feeder Local Feeder Local Feeder

7 Minahasa Utara Bangka Local Feeder Local Feeder Local Feeder Local Feeder

8 Minahasa Utara Talise Local Feeder Local Feeder Local Feeder Local Feeder

9 Minahasa Utara Nain Local Feeder Local Feeder Local Feeder Local Feeder

10 Minahasa Utara Wori Local Feeder Local Feeder Local Feeder Local Feeder

11 Minahasa Utara Likupang Local Feeder Local Feeder Local Feeder Local Feeder

12 Minahasa Selatan

Amurang Collector Collector Collector Collector

13 Minahasa Selatan

Kema Local Feeder Local Feeder Local Feeder Local Feeder

14 Minahasa Selatan

Belang Local Feeder Local Feeder Local Feeder Local Feeder

15 Minahasa Selatan

Tumbak Local Feeder Local Feeder Local Feeder Local Feeder

16 B. Mangondow Ketabunan Local Feeder Local Feeder Local Feeder Local Feeder

17 B. Mangondow Molibagu Local Feeder Local Feeder Local Feeder Local Feeder

18 B. Mangandow Torosik Local Feeder Local Feeder Local Feeder Local Feeder

19 B. Mangondow Utara

Labuhan Uki Collector Collector Collector Collector

20 B. Mangondow Utara

Boroko Local Feeder Local Feeder Local Feeder Local Feeder


113

No.



2011 2015 2020 2030

21 Manado Manado Collector Collector Collector Collector

22 Kep Siau Togalondang Biaro

Biaro Local Feeder Local Feeder Local Feeder Local Feeder


Sawang Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder


Pehe Collector Collector Collector Collector


Tagulandang Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder


Ulu Siau Local Feeder Local Feeder Local Feeder Local Feeder

27 Kep. Sangihe Marore Collector Collector Collector Collector

28 Kep. Sangihe Petta Collector Collector Collector Collector

29 Kep. Sangihe Tahuna Collector Collector Collector Collector

30 Kep. Sangihe Tamako Local Feeder Local Feeder Local Feeder Local Feeder

31 Kep. Sangihe Kawaluso Local Feeder Local Feeder Local Feeder Local Feeder

32 Kep. Sangihe Kep. Talaud Local Feeder Local Feeder Local Feeder Local Feeder

33 Kep.Sangihe Makalehi Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

34 Kep.Sangihe Pananaru Local Feeder Local Feeder Local Feeder Local Feeder

35 Kep.Sangihe Para Local Feeder Local Feeder Local Feeder Local Feeder

36 Kep.Sangihe Kahakitang Local Feeder Local Feeder Local Feeder Local Feeder

37 Kep.Sangihe Kalama Local Feeder Local Feeder Local Feeder Local Feeder

38 Kep.Sangihe Lipang Local Feeder Local Feeder Local Feeder Local Feeder

39 Kep.Sangihe Bukide Local Feeder Local Feeder Local Feeder Local Feeder

40 Kep.Sangihe Matutuang Local Feeder Local Feeder Local Feeder Local Feeder

41 Kep.Sangihe Kawio Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

42 Kep.Talaud Gemeh Local Feeder Local Feeder Local Feeder Local Feeder

43 Kep.Talaud Kokorotan Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

44 Kep.Talaud Intata Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

45 Kep. Talaud Beo Local Feeder Local Feeder Local Feeder Local Feeder

46 Kep. Talaud Essang Local Feeder Local Feeder Local Feeder Local Feeder

47 Kep. Talaud Karatung Collector Collector Collector Collector

48 Kep. Talaud Lirung Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

49 Kep. Talaud Mangarang Local Feeder Local Feeder Local Feeder Local Feeder

50 Kep. Talaud Marampit Collector Collector Collector Collector

51 Kep. Talaud Melangoane Collector Collector Collector Collector


114

No.



2011 2015 2020 2030

52 Kep. Talaud Miangas Collector Collector Collector Collector

53 Kep. Talaud Dapalan Local Feeder Local Feeder Local Feeder Local Feeder

54 Kep. Talaud Rainis Local Feeder Local Feeder Local Feeder Local Feeder

Province: Gorontalo

1 Pohuwato Lemito Local Feeder Local Feeder Local Feeder Local Feeder

2 Pohuwato Marisa Local Feeder Local Feeder Local Feeder Local Feeder

3 Pohuwato Papayato Local Feeder Local Feeder Local Feeder Local Feeder

4 Gorontalo Anggrek Collector Collector Collector Collector

5 Gorontalo Bumbulan/ Tambalo


6 Gorontalo Gentuma Local Feeder Local Feeder Local Feeder Local Feeder

7 Gorontalo Gorontalo Collector Collector Collector Collector

8 Gorontalo Kwandangan Collector Collector Collector Collector

9 Gorontalo Tolinggula Local Feeder Local Feeder Local Feeder Local Feeder

10 Bualemo Tilamuta Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

11 Bualemo Wongosari Local Feeder Local Feeder Local Feeder Local Feeder

Province: Sulawesi Tengah

1 Banggai Banggai Collector Collector Collector Collector

2 Banggai Bunta Collector Collector Collector Collector

3 Banggai Luwuk Collector Collector Collector Collector

4 Banggai Pagimana Collector Collector Collector Collector

5 Banggai Sabang/P. Peleng

Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

6 Banggai Salakan Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

7 Banggai Tinakin Laut Local Feeder Local Feeder Local Feeder Local Feeder

8 Banggai Dodung Local Feeder Local Feeder Local Feeder Local Feeder

9 Banggai Liana Banggai Local Feeder Local Feeder Local Feeder Local Feeder

10 Banggai Tangkiang Collector Collector Collector Collector

11 Morowali Bungku Collector Collector Collector Collector

12 Morowali Kolonedale Collector Collector Collector Collector

13 Morowali Wosu Collector Collector Collector Collector

14 Morowali Menuai Local Feeder Local Feeder Local Feeder Local Feeder

15 Morowali Sambalagi Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

16 Morowali Baturube Local Feeder Local Feeder Local Feeder Local Feeder

17 Buol Kumaligon Local Feeder Local Feeder Local Feeder Local Feeder

18 Buol Lokodidi Collector Collector Collector Collector

19 Buol Palele Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

20 Buol Leok Collector Collector Collector Collector

21 Parigi Moutong Moutong Local Feeder Local Feeder Local Feeder Local Feeder

22 Parigi Moutong Parigi Regional Regional Regional Regional


115

No.



2011 2015 2020 2030


23 Donggala Donggala Collector Collector Collector Collector

24 Donggala Sabang Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

25 Donggala Wani Collector Collector Collector Collector

26 Donggala Ogoamas Collector Collector Collector Collector

27 Palu Pantoloan Main Main Main Main

28 Poso Poso Collector Collector Collector Collector

29 Tojo Una-Una Ampana Collector Collector Collector Collector

30 Tojo Una-Una Wakai Local Feeder Local Feeder Local Feeder Local Feeder

31 Tojo Una-Una Popoli Local Feeder Local Feeder Local Feeder Local Feeder

32 Tojo Una-Una Mantangisi Local Feeder Local Feeder Local Feeder Local Feeder

33 Toli-Toli Ogotua Local Feeder Local Feeder Local Feeder Local Feeder

34 Toli-Toli Toli-toli Collector Collector Collector Collector

35 Banggai Kepulauan

Lampio (I,II,III) Local Feeder Local Feeder Local Feeder Local Feeder


Posisi/Banggai Local Feeder Local Feeder Local Feeder Local Feeder


Lokotoy Local Feeder Local Feeder Local Feeder Local Feeder


Matanga Local Feeder Local Feeder Local Feeder Local Feeder


Kapela Local Feeder Local Feeder Local Feeder Local Feeder


Gonggong Local Feeder Local Feeder Local Feeder Local Feeder


Bungin (III,IV) Local Feeder Local Feeder Local Feeder Local Feeder


Gasuang Local Feeder Local Feeder Local Feeder Local Feeder


Ndindibung Local Feeder Local Feeder Local Feeder Local Feeder


Mbuang-Mbuang



Panapat/ Mandel



Panapat/ Dendek



Panapat/ Konalu



Panapat Local Feeder Local Feeder Local Feeder Local Feeder


Kokondang (I,II) Local Feeder Local Feeder Local Feeder Local Feeder


Toropot Local Feeder Local Feeder Local Feeder Local Feeder


Paisubebe Local Feeder Local Feeder Local Feeder Local Feeder


116

No.



2011 2015 2020 2030


Kaukes Local Feeder Local Feeder Local Feeder Local Feeder


Timpaus Local Feeder Local Feeder Local Feeder Local Feeder


Kasuari Local Feeder Local Feeder Local Feeder Local Feeder


Sonit (I,II) Local Feeder Local Feeder Local Feeder Local Feeder


Komba-Komba Local Feeder Local Feeder Local Feeder Local Feeder


Oluno Local Feeder Local Feeder Local Feeder Local Feeder


Bulagi Local Feeder Local Feeder Local Feeder Local Feeder


Lupamenteng Local Feeder Local Feeder Local Feeder Local Feeder


Bolonan Local Feeder Local Feeder Local Feeder Local Feeder


Lolantang Local Feeder Local Feeder Local Feeder Local Feeder


Palapat Local Feeder Local Feeder Local Feeder Local Feeder


Lumbilumbia Local Feeder Local Feeder Local Feeder Local Feeder


Batangono Local Feeder Local Feeder Local Feeder Local Feeder


Lalengan Local Feeder Local Feeder Local Feeder Local Feeder


Tataba Local Feeder Local Feeder Local Feeder Local Feeder


Popisi Local Feeder Local Feeder Local Feeder Local Feeder


Tolulos Local Feeder Local Feeder Local Feeder Local Feeder


Kindandal Local Feeder Local Feeder Local Feeder Local Feeder


Liang Local Feeder Local Feeder Local Feeder Local Feeder


Boyomoute Local Feeder Local Feeder Local Feeder Local Feeder


Salakan (I,II) Local Feeder Local Feeder Local Feeder Local Feeder


Bulungkobit Local Feeder Local Feeder Local Feeder Local Feeder


Bungin (I,II) Local Feeder Local Feeder Local Feeder Local Feeder


Bakalan Local Feeder Local Feeder Local Feeder Local Feeder


Tinangkung Local Feeder Local Feeder Local Feeder Local Feeder


117

No.



2011 2015 2020 2030


Tebing Local Feeder Local Feeder Local Feeder Local Feeder


Kalumbatan Local Feeder Local Feeder Local Feeder Local Feeder


Mansalean Local Feeder Local Feeder Local Feeder Local Feeder


Paisulamo Local Feeder Local Feeder Local Feeder Local Feeder


Alasan Local Feeder Local Feeder Local Feeder Local Feeder


Padingtian Local Feeder Local Feeder Local Feeder Local Feeder


Talas Local Feeder Local Feeder Local Feeder Local Feeder


Lipulalongo Local Feeder Local Feeder Local Feeder Local Feeder


Lalong Local Feeder Local Feeder Local Feeder Local Feeder


Sasabobok Local Feeder Local Feeder Local Feeder Local Feeder


Tabulan Local Feeder Local Feeder Local Feeder Local Feeder


Mbeleang Local Feeder Local Feeder Local Feeder Local Feeder


Kalupapi Local Feeder Local Feeder Local Feeder Local Feeder


Togong Sagu Local Feeder Local Feeder Local Feeder Local Feeder


Tadono Local Feeder Local Feeder Local Feeder Local Feeder


Lantibun Local Feeder Local Feeder Local Feeder Local Feeder


Ponding - Poding Local Feeder Local Feeder Local Feeder Local Feeder

Province: Sulawesi Selatan

1 Bantaeng Bantaeng Local Feeder Local Feeder Local Feeder Local Feeder

2 Barru Awarange/ Barru


3 Barru Pancana Local Feeder Local Feeder Local Feeder Local Feeder

4 Barru Labuange Local Feeder Local Feeder Local Feeder Local Feeder

5 Barru Garongkong Collector Collector Collector Collector

6 Bone Bajoe Collector Collector Collector Collector

7 Bone Barebbo/ Kading


8 Bone Uloe/Cendrana Local Feeder Local Feeder Local Feeder Local Feeder

9 Bone Wartuo Local Feeder Local Feeder Local Feeder Local Feeder

10 Bone Tujuh-Tujuh Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

11 Bone Pattirobajo Regional Regional Regional Regional


118

No.



2011 2015 2020 2030


12 Bone Lapangkong Local Feeder Local Feeder Local Feeder Local Feeder

13 Bulukumba Bira/ Tanah Beru


14 Bulukumba Bulukumba Collector Collector Collector Collector

15 Bulukumba Kajang Local Feeder Local Feeder Local Feeder Local Feeder

16 Jeneponto Jeneponto Collector Collector Collector Collector

17 Luwu Malili Collector Collector Collector Collector

18 Luwu Larompong Local Feeder Local Feeder Local Feeder Local Feeder

19 Luwu Ulo-Ulo/Belopa Local Feeder Local Feeder Local Feeder Local Feeder

20 Luwu Siwa Collector Collector Collector Collector

21 Luwu Maccini Baji Local Feeder Local Feeder Local Feeder Local Feeder

22 Luwu Timur Wotu Local Feeder Local Feeder Local Feeder Local Feeder

23 Luwu Timur Lampia Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

24 Luwu Timur Belantang Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

25 Luwu Timur Tanjung Mangkasa

Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

26 Luwu Utara Coppasolo Local Feeder Local Feeder Local Feeder Local Feeder

27 Pangkajene Kepulauan

Biringkasi Collector Collector Collector Collector


S.Pangkajene Local Feeder Local Feeder Local Feeder Local Feeder


P.Balang Lompo Local Feeder Local Feeder Local Feeder Local Feeder


P. Kalukalukuang Local Feeder Local Feeder Local Feeder Local Feeder


P.Sapuka Local Feeder Local Feeder Local Feeder Local Feeder

32 Takalar Galesong/ takalar

Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

33 Palopo Palopo Collector Collector Collector Collector

34 Pinrang Kayuanging Collector Collector Collector Collector

35 Pinrang Marabombang Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

36 Pinrang Langnga Local Feeder Local Feeder Local Feeder Local Feeder

37 Pinrang Ujung Lero Local Feeder Local Feeder Local Feeder Local Feeder

38 Selayar Bonerate Local Feeder Local Feeder Local Feeder Local Feeder

39 Selayar Jampea Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

40 Selayar Pammatata Collector Collector Collector Collector

41 Selayar Selayar Collector Collector Collector Collector

42 Selayar Bone Lohe Local Feeder Local Feeder Local Feeder Local Feeder

43 Selayar Appatana Local Feeder Local Feeder Local Feeder Local Feeder


119

No.



2011 2015 2020 2030

44 Selayar Batongmata Local Feeder Local Feeder Local Feeder Local Feeder

45 Selayar Padang Local Feeder Local Feeder Local Feeder Local Feeder

46 Selayar Benteng/ Rauf Rahman


47 Selayar Kayuadi Local Feeder Local Feeder Local Feeder Local Feeder

48 Selayar Kalatoa Local Feeder Local Feeder Local Feeder Local Feeder

49 Selayar Biropa Local Feeder Local Feeder Local Feeder Local Feeder

50 Selayar P.Jinto Local Feeder Local Feeder Local Feeder Local Feeder

51 Sinjai Burung Leo Local Feeder Local Feeder Local Feeder Local Feeder

52 Sinjai Kambuna Local Feeder Local Feeder Local Feeder Local Feeder

53 Sinjai Sinjai/ Larea-rea


54 Makasar Makassar Main Main Main Main

55 Makasar Paotere Collector Collector Collector Collector

56 Wajo Wajo Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

57 Wajo Jalang/ Cendrane

Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

58 Wajo Doping Local Feeder Local Feeder Local Feeder Local Feeder

59 Wajo Danggae Local Feeder Local Feeder Local Feeder Local Feeder

60 Pare-pare Pare-Pare Collector Collector Collector Collector

61 Pare-pare Capa Ujung Collector Collector Collector Collector

62 Pangkajene Liukang Local Feeder Local Feeder Local Feeder Local Feeder

Province: Sulawesi Barat

1 Majene Majene Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

2 Majene Mulunda Local Feeder Local Feeder Local Feeder Local Feeder

3 Majene Palipi Local Feeder Local Feeder Local Feeder Local Feeder

4 Majene Pamboang Local Feeder Local Feeder Local Feeder Local Feeder

5 Majene Sendana Local Feeder Local Feeder Local Feeder Local Feeder

6 Mamuju Belang-belang Collector Collector Collector Collector

7 Mamuju Budong-Budong Local Feeder Local Feeder Local Feeder Local Feeder

8 Mamuju Kaluku Local Feeder Local Feeder Local Feeder Local Feeder

9 Mamuju Mamuju Collector Collector Collector Collector

10 Mamuju Sampaga Local Feeder Local Feeder Local Feeder Local Feeder

11 Mamuju Tapalang Local Feeder Local Feeder Local Feeder Local Feeder

12 Mamuju Utara Pasang Kayu Local Feeder Local Feeder Local Feeder Local Feeder

13 Polewali Mandar Campalagiang Local Feeder Local Feeder Local Feeder Local Feeder

14 Polewali Mandar Polewali Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

15 Polewali Mandar Tinambung Local Feeder Local Feeder Local Feeder Local Feeder

16 Morowali Ulunambo Local Feeder Local Feeder Local Feeder Local Feeder

Province: Sulawesi Tenggara

1 Buton Banabungi Regional Regional Regional Regional


120

No.



2011 2015 2020 2030


2 Buton Siompu Local Feeder Local Feeder Local Feeder Local Feeder

3 Buton Dongkala Local Feeder Local Feeder Local Feeder Local Feeder

4 Buton Wamengkoli Local Feeder Local Feeder Local Feeder Local Feeder

5 Buton Lawele Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

6 Buton Keledupa Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

7 Buton Labuhan Belanda Local Feeder Local Feeder Local Feeder Local Feeder

8 Buton Lasalimu Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

9 Buton Maligano Local Feeder Local Feeder Local Feeder Local Feeder

10 Buton Papeliya Local Feeder Local Feeder Local Feeder Local Feeder

11 Buton Waha/ Usuku Local Feeder Local Feeder Local Feeder Local Feeder

12 Buton Wanci Collector Collector Collector Collector

13 Bau-Bau Bau--Bau Collector Collector Collector Collector

14 Bombana Sikeli Local Feeder Local Feeder Local Feeder Local Feeder

15 Bombana Kasipute Local Feeder Local Feeder Local Feeder Local Feeder

16 Bombana Boepinang Local Feeder Local Feeder Local Feeder Local Feeder

17 Kendari Bungkutoko Collector Collector Collector Collector

18 Kendari Kendari Collector Collector Collector Collector

19 Kendari Langara Local Feeder Local Feeder Local Feeder Local Feeder

20 Kendari Munse Local Feeder Local Feeder Local Feeder Local Feeder

21 Kendari Torobulu Local Feeder Local Feeder Local Feeder Local Feeder

22 Konawe Utara Molawe Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

23 Konawe Utara Konawe Local Feeder Local Feeder Local Feeder Local Feeder

24 Konawe Utara Matarape Local Feeder Local Feeder Local Feeder Local Feeder

25 Konawe Utara Lameluru Local Feeder Local Feeder Local Feeder Local Feeder

26 Konawe Selatan Lapuko Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

27 Kolaka Dawi-dawi Local Feeder Local Feeder Local Feeder Local Feeder

28 Kolaka Kolaka Collector Collector Collector Collector

29 Kolaka Wollo Local Feeder Local Feeder Local Feeder Local Feeder

30 Kolaka Pomalaa Collector Collector Collector Collector

31 Kolaka Rante Angin Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

32 Kolaka Tangke Tada Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

33 Kolaka Toari Local Feeder Local Feeder Local Feeder Local Feeder

34 Kolaka Utara Lasusua Local Feeder Local Feeder Local Feeder Local Feeder

35 Kolaka Utara Malombo Local Feeder Local Feeder Local Feeder Local Feeder

36 Kolaka Utara lo Oloho Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder


121

No.



2011 2015 2020 2030

37 Kolaka Utara Watunohu Collector Collector Collector Collector

38 Muna Borange Local Feeder Local Feeder Local Feeder Local Feeder

39 Muna Raha Collector Collector Collector Collector

40 Muna Tempo Local Feeder Local Feeder Local Feeder Local Feeder

41 Muna Ereke Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

42 Muna Telaga Raya Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

Province:: Maluku Utara

1 Tidore Kep. Gita/Payahe Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

2 Tidore Kep. Soa-siu Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

3 Halmahera Barat Matui Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

4 Halmahera Barat Ibu Local Feeder Local Feeder Local Feeder Local Feeder

5 Halmahera Barat Kedi/ Loloda Local Feeder Local Feeder Local Feeder Local Feeder

6 Halmahera Barat Jailolo (Including Ujung Pulau)

Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

7 Halmahera Utara Tobelo Collector Collector Collector Collector

8 Halmahera Utara Bobane Igo Local Feeder Local Feeder Local Feeder Local Feeder

9 Halmahera Utara Salimuli Local Feeder Local Feeder Local Feeder Local Feeder

10 Halmahera Utara Tolonuwo Local Feeder Local Feeder Local Feeder Local Feeder

11 Halmahera Utara Dama Local Feeder Local Feeder Local Feeder Local Feeder

12 Halmahera Utara Kao Local Feeder Local Feeder Local Feeder Local Feeder

13 Halmahera Utara P. Amutu Besar Local Feeder Local Feeder Local Feeder Local Feeder

14 Halmahera Utara Galela Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

15 Halmahera Utara Bataka Local Feeder Local Feeder Local Feeder Local Feeder

16 Halmahera Selatan

Pigaraja Local Feeder Local Feeder Local Feeder Local Feeder


Loleo Jaya Local Feeder Local Feeder Local Feeder Local Feeder


Pelita Local Feeder Local Feeder Local Feeder Local Feeder


Taneti Local Feeder Local Feeder Local Feeder Local Feeder


Lelei Local Feeder Local Feeder Local Feeder Local Feeder


Lata-lata Local Feeder Local Feeder Local Feeder Local Feeder


Busua Local Feeder Local Feeder Local Feeder Local Feeder


Laluin Local Feeder Local Feeder Local Feeder Local Feeder

24 Halmahera Makian Local Feeder Local Feeder Local Feeder Local Feeder


122

No.



2011 2015 2020 2030

Selatan


Dolik Local Feeder Local Feeder Local Feeder Local Feeder


Fulai Local Feeder Local Feeder Local Feeder Local Feeder


Doro Local Feeder Local Feeder Local Feeder Local Feeder


Kotiti Local Feeder Local Feeder Local Feeder Local Feeder


Tawa Local Feeder Local Feeder Local Feeder Local Feeder


Gane Dalam Local Feeder Local Feeder Local Feeder Local Feeder


Posi-Posi Gane Local Feeder Local Feeder Local Feeder Local Feeder


Wosi Local Feeder Local Feeder Local Feeder Local Feeder


Bisui Local Feeder Local Feeder Local Feeder Local Feeder


Obilatu Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder


Mandopolo Local Feeder Local Feeder Local Feeder Local Feeder


Pasipalele Local Feeder Local Feeder Local Feeder Local Feeder


Wayaloar Local Feeder Local Feeder Local Feeder Local Feeder


Wayauwa Local Feeder Local Feeder Local Feeder Local Feeder


Labuha Local Feeder Local Feeder Local Feeder Local Feeder


Babang Collector Collector Collector Collector


Laiwui Local Feeder Local Feeder Local Feeder Local Feeder


Saketa Local Feeder Local Feeder Local Feeder Local Feeder


Pulau Kayoa Local Feeder Local Feeder Local Feeder Local Feeder


Guruaping Kayoa Local Feeder Local Feeder Local Feeder Local Feeder


Mafa Collector Collector Collector Collector

46 Halmahera Tengah

P. Gebe Collector Collector Collector Collector

47 Halmahera Tengah

Patani Local Feeder Local Feeder Local Feeder Local Feeder

48 Halmahera Tengah

Weda Local Feeder Local Feeder Local Feeder Local Feeder

49 Halmahera Mesa Regional Regional Regional Regional


123

No.



2011 2015 2020 2030

Tengah Feeder Feeder Feeder Feeder

50 Halmahera Tengah

Banemo Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

51 Halmahera Tengah

Paniti Local Feeder Local Feeder Local Feeder Local Feeder

52 Halmahera Tengah

Gemia Local Feeder Local Feeder Local Feeder Local Feeder

53 Halmahera Timur

Manitingting Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

54 Halmahera Timur

Lolasita Local Feeder Local Feeder Local Feeder Local Feeder

55 Halmahera Timur

Akelamo Local Feeder Local Feeder Local Feeder Local Feeder

56 Halmahera Timur

Sepo Local Feeder Local Feeder Local Feeder Local Feeder

57 Halmahera Timur

Dorosagu Local Feeder Local Feeder Local Feeder Local Feeder

58 Halmahera Timur

Subaim Local Feeder Local Feeder Local Feeder Local Feeder

59 Halmahera Timur

Buli Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

60 Halmahera Timur

Wasile Local Feeder Local Feeder Local Feeder Local Feeder

61 Halmahera Timur

Bicoli Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

62 Pulau Morotai Daruba Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

63 Pulau Morotai Bere - Bere Local Feeder Local Feeder Local Feeder Local Feeder

64 Pulau Morotai Posi-Posi Local Feeder Local Feeder Local Feeder Local Feeder

65 Pulau Morotai Wayabula Local Feeder Local Feeder Local Feeder Local Feeder

66 Pulau Morotai Sopi Local Feeder Local Feeder Local Feeder Local Feeder

67 Ternate Ternate/A.Yani Main Main Main Main

68 Ternate Bastiong Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

69 Ternate Dufa-Dufa Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

70 Ternate Sulamadaha Local Feeder Local Feeder Local Feeder Local Feeder

71 Ternate Hiri Local Feeder Local Feeder Local Feeder Local Feeder

72 Ternate Miyau Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

73 Ternate Moti Local Feeder Local Feeder Local Feeder Local Feeder

74 Ternate Tifure Local Feeder Local Feeder Local Feeder Local Feeder

75 Tidore Kepulauan

Galala Local Feeder Local Feeder Local Feeder Local Feeder

76 Tidore Kepulauan

Guruaping Oba Local Feeder Local Feeder Local Feeder Local Feeder

77 Tidore Kepulauan

Mangole Collector Collector Collector Collector


124

No.



2011 2015 2020 2030

78 Tidore Kepulauan

Goto Local Feeder Local Feeder Local Feeder Local Feeder

79 Tidore Kepulauan

Rum Local Feeder Local Feeder Local Feeder Local Feeder

80 Tidore Kepulauan

Maitara Local Feeder Local Feeder Local Feeder Local Feeder

81 Tidore Kepulauan

Mare Local Feeder Local Feeder Local Feeder Local Feeder

82 Tidore Kepulauan

Sofifi Collector Collector Collector Collector

83 Tidore Kepulauan

Somadehe Local Feeder Local Feeder Local Feeder Local Feeder

84 Tidore Kepulauan

Maidi/Lifofa Local Feeder Local Feeder Local Feeder Local Feeder

85 Tidore Kepulauan

Loleo Local Feeder Local Feeder Local Feeder Local Feeder

86 Tidore Kepulauan

Lola Local Feeder Local Feeder Local Feeder Local Feeder

87 Kepulauan Sula Sanana Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

88 Kepulauan Sula Bobong Local Feeder Local Feeder Local Feeder Local Feeder

89 Kepulauan Sula Dofa Local Feeder Local Feeder Local Feeder Local Feeder

90 Kepulauan Sula Penu Local Feeder Local Feeder Local Feeder Local Feeder

91 Kepulauan Sula Samuya Local Feeder Local Feeder Local Feeder Local Feeder

92 Kepulauan Sula Loseng Local Feeder Local Feeder Local Feeder Local Feeder

93 Kepulauan Sula Pas Ipa Local Feeder Local Feeder Local Feeder Local Feeder

94 Kepulauan Sula Nggele Local Feeder Local Feeder Local Feeder Local Feeder

95 Kepulauan Sula Lede Local Feeder Local Feeder Local Feeder Local Feeder

96 Kepulauan Sula Bapenu Local Feeder Local Feeder Local Feeder Local Feeder

97 Kepulauan Sula Tikong Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

98 Kepulauan Sula Jorjoga Local Feeder Local Feeder Local Feeder Local Feeder

99 Kepulauan Sula Malbufa Local Feeder Local Feeder Local Feeder Local Feeder

100 Kepulauan Sula Kabau Local Feeder Local Feeder Local Feeder Local Feeder

101 Kepulauan Sula Fuata Local Feeder Local Feeder Local Feeder Local Feeder

102 Kepulauan Sula Waitina Local Feeder Local Feeder Local Feeder Local Feeder

103 Kepulauan Sula Baruakol Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

104 Kepulauan Sula Gela Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

105 Kepulauan Sula Falabisahaya Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

Province: Maluku

1 Ambon Ambon Main Main Main Main

2 Maluku Tenggara Barat

Adault Local Feeder Local Feeder Local Feeder Local Feeder

3 Maluku Larat Local Feeder Local Feeder Local Feeder Local Feeder


125

No.



2011 2015 2020 2030

Tenggara Barat


Saumlaki Collector Collector Collector Collector


Seira Local Feeder Local Feeder Local Feeder Local Feeder


Mahaleta Local Feeder Local Feeder Local Feeder Local Feeder


Sera Local Feeder Local Feeder Local Feeder Local Feeder

8 Maluku Barat Daya

Dawera/ Dawelor


9 Maluku Barat Daya

Hila/Romang Local Feeder Local Feeder Local Feeder Local Feeder

10 Maluku Barat Daya

Ilwaki Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder


Kaiwatu/Moa Local Feeder Local Feeder Local Feeder Local Feeder


Serwaru Local Feeder Local Feeder Local Feeder Local Feeder


Tepa Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder


Wonreli Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder


Wulur Local Feeder Local Feeder Local Feeder Local Feeder


Marsela Local Feeder Local Feeder Local Feeder Local Feeder


Serwaru Local Feeder Local Feeder Local Feeder Local Feeder


Lirang Local Feeder Local Feeder Local Feeder Local Feeder

19 Maluku Tengah Wolu Local Feeder Local Feeder Local Feeder Local Feeder

20 Maluku Tengah Kabisadar Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

21 Maluku Tengah Hitu Local Feeder Local Feeder Local Feeder Local Feeder

22 Maluku Tengah Kobisonta Local Feeder Local Feeder Local Feeder Local Feeder

23 Maluku Tengah Amahai Collector Collector Collector Collector

24 Maluku Tengah Saparua/Haria Local Feeder Local Feeder Local Feeder Local Feeder

25 Maluku Tengah Tulehu Collector Collector Collector Collector

26 Maluku Tengah Wahai Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

27 Maluku Tengah Banda Naira Collector Collector Collector Collector

28 Maluku Tengah Kesui Local Feeder Local Feeder Local Feeder Local Feeder

29 Maluku Tenggara

Tehoru Local Feeder Local Feeder Local Feeder Local Feeder

30 Maluku Tenggara

Elat Local Feeder Local Feeder Local Feeder Local Feeder

31 Maluku Tenggara

Kur Local Feeder Local Feeder Local Feeder Local Feeder


126

No.



2011 2015 2020 2030

32 Seram Bagian Timur

Bula Collector Collector Collector Collector


Geser Local Feeder Local Feeder Local Feeder Local Feeder


Bemo Local Feeder Local Feeder Local Feeder Local Feeder

35 Seram Bagian Barat

Upisera Local Feeder Local Feeder Local Feeder Local Feeder


Kairatu Local Feeder Local Feeder Local Feeder Local Feeder


Kataloka/ Ondor



Lakor Local Feeder Local Feeder Local Feeder Local Feeder


Waimeteng Piru Local Feeder Local Feeder Local Feeder Local Feeder


Taniwel Local Feeder Local Feeder Local Feeder Local Feeder


Hatu Piru Collector Collector Collector Collector


Pelita Jaya Local Feeder Local Feeder Local Feeder Local Feeder


Lokki Local Feeder Local Feeder Local Feeder Local Feeder


Waisala Local Feeder Local Feeder Local Feeder Local Feeder


Wailey Local Feeder Local Feeder Local Feeder Local Feeder


Manipa Local Feeder Local Feeder Local Feeder Local Feeder


Toyando Local Feeder Local Feeder Local Feeder Local Feeder


Waisarisa Local Feeder Local Feeder Local Feeder Local Feeder


Larokis Local Feeder Local Feeder Local Feeder Local Feeder

50 Kepulauan Aru Batu Goyang/ Kalar-kalar


51 Kepulauan Aru Dobo Collector Collector Collector Collector

52 Tual Tual Collector Collector Collector Collector

53 Buru Selatan Air Buaya Local Feeder Local Feeder Local Feeder Local Feeder

54 Buru Selatan Leksula Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

55 Buru Selatan Namrole Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

56 Buru Selatan Wamsisi Local Feeder Local Feeder Local Feeder Local Feeder

57 Buru Selatan Tifu Local Feeder Local Feeder Local Feeder Local Feeder

58 Buru Selatan Fogi Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder


127

No.



2011 2015 2020 2030

59 Buru Selatan Ambalau Local Feeder Local Feeder Local Feeder Local Feeder

60 Buru Namlea Collector Collector Collector Collector

61 Buru Waplau Local Feeder Local Feeder Local Feeder Local Feeder

62 Buru Ilath Local Feeder Local Feeder Local Feeder Local Feeder

63 Buru Bilorro Local Feeder Local Feeder Local Feeder Local Feeder

Province: Papua Barat

1 Kaimana Adijaya Local Feeder Local Feeder Local Feeder Local Feeder

2 Kaimana Etna Collector Collector Collector Collector

3 Kaimana Kaimana Collector Collector Collector Collector

4 Kaimana Kanoka Local Feeder Local Feeder Local Feeder Local Feeder

5 Kaimana Lobo Local Feeder Local Feeder Local Feeder Local Feeder

6 Kaimana P.Adi Local Feeder Local Feeder Local Feeder Local Feeder

7 Kaimana Senini Local Feeder Local Feeder Local Feeder Local Feeder

8 Kaimana Susunu Local Feeder Local Feeder Local Feeder Local Feeder

9 Fak-fak Bomberai Local Feeder Local Feeder Local Feeder Local Feeder

10 Fak-fak Fak-fak Collector Collector Collector Collector

11 Fak-fak Karas Local Feeder Local Feeder Local Feeder Local Feeder

12 Fak-fak Kokas Local Feeder Local Feeder Local Feeder Local Feeder

13 Fak-fak Sagan Local Feeder Local Feeder Local Feeder Local Feeder

14 Fak-fak Selasi Local Feeder Local Feeder Local Feeder Local Feeder

15 Fak-fak Weti Local Feeder Local Feeder Local Feeder Local Feeder

16 Tambrauw Saukorem Local Feeder Local Feeder Local Feeder Local Feeder

17 Teluk Bintuni Arandai Collector Collector Collector Collector

18 Teluk Bintuni Babo Collector Collector Collector Collector

19 Teluk Bintuni Bintuni Collector Collector Collector Collector

20 Monokwari Monokwari Collector Collector Collector Collector

21 Monokwari Oransbari Local Feeder Local Feeder Local Feeder Local Feeder

22 Monokwari Ransiki Local Feeder Local Feeder Local Feeder Local Feeder

23 Teluk Wondana Wasior Collector Collector Collector Collector

24 Teluk Wondana Windesi Collector Collector Collector Collector

25 Raja Ampat Fatanlap Local Feeder Local Feeder Local Feeder Local Feeder

26 Raja Ampat Kabare Local Feeder Local Feeder Local Feeder Local Feeder

27 Raja Ampat Kalobo Local Feeder Local Feeder Local Feeder Local Feeder

28 Raja Ampat Sailolof Local Feeder Local Feeder Local Feeder Local Feeder

29 Raja Ampat Saonek Local Feeder Local Feeder Local Feeder Local Feeder

30 Raja Ampat Pam Local Feeder Local Feeder Local Feeder Local Feeder

31 Raja Ampat Waigama Collector Collector Collector Collector

32 Sorong Arar Collector Collector Collector Collector

33 Sorong Makbon Local Feeder Local Feeder Local Feeder Local Feeder

34 Sorong Mega Local Feeder Local Feeder Local Feeder Local Feeder

35 Sorong Muarana Local Feeder Local Feeder Local Feeder Local Feeder


128

No.



2011 2015 2020 2030

36 Sorong Kasim Local Feeder Local Feeder Local Feeder Local Feeder

37 Sorong Kiamano Local Feeder Local Feeder Local Feeder Local Feeder

38 Sorong Salawati Local Feeder Local Feeder Local Feeder Local Feeder

39 Sorong Sausapor Local Feeder Local Feeder Local Feeder Local Feeder

40 Sorong Seget Local Feeder Main Main Main

41 Sorong Sele Local Feeder Local Feeder Local Feeder Local Feeder

42 Sorong Sorong Main Main Main Main

43 Sorong Selatan Inawatan Collector Collector Collector Collector

44 Sorong Selatan Konda Local Feeder Local Feeder Local Feeder Local Feeder

45 Sorong Selatan Taminabuan Collector Collector Collector Collector

Province: Papua

1 Boven Digul Prabu Alaska Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

2 Boven Digul Asiki Local Feeder Local Feeder Local Feeder Local Feeder

3 Boven Digul Anggamburan Local Feeder Local Feeder Local Feeder Local Feeder

4 Boven Digul Cabang Tiga Local Feeder Local Feeder Local Feeder Local Feeder

5 Boven Digul Eci Local Feeder Local Feeder Local Feeder Local Feeder

6 Boven Digul Gantenteri Local Feeder Local Feeder Local Feeder Local Feeder

7 Boven Digul Tanah merah Local Feeder Local Feeder Local Feeder Local Feeder

8 Boven Digul Tanah miring Local Feeder Local Feeder Local Feeder Local Feeder

9 Boven Digul Kaptel Local Feeder Local Feeder Local Feeder Local Feeder

10 Boven Digul Mindiptanah Local Feeder Local Feeder Local Feeder Local Feeder

11 Biak Numfor Biak Collector Collector Collector Collector

12 Biak Numfor Korem Local Feeder Local Feeder Local Feeder Local Feeder

13 Biak Numfor Bosnik Local Feeder Local Feeder Local Feeder Local Feeder

14 Biak Numfor Wardo Local Feeder Local Feeder Local Feeder Local Feeder

15 Biak Numfor Manggari Local Feeder Local Feeder Local Feeder Local Feeder

16 Biak Numfor Padaido Local Feeder Local Feeder Local Feeder Local Feeder

17 Biak Numfor Warsa Local Feeder Local Feeder Local Feeder Local Feeder

18 Supiori Janggerbun Local Feeder Local Feeder Local Feeder Local Feeder

19 Supiori Kameri Local Feeder Local Feeder Local Feeder Local Feeder

20 Supiori Korido Collector Collector Collector Collector

21 Supiori Miosbipondi Local Feeder Local Feeder Local Feeder Local Feeder

22 Supiori Numfor Local Feeder Local Feeder Local Feeder Local Feeder

23 Supiori Marsram Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

24 Sarmi Armopa Local Feeder Local Feeder Local Feeder Local Feeder

25 Sarmi Bagusa Local Feeder Local Feeder Local Feeder Local Feeder

26 Sarmi Kasonaweja Local Feeder Local Feeder Local Feeder Local Feeder

27 Sarmi Sarmi Collector Collector Collector Collector

28 Sarmi Takar Local Feeder Local Feeder Local Feeder Local Feeder

29 Sarmi Teba Local Feeder Local Feeder Local Feeder Local Feeder

30 Sarmi Wakde Local Feeder Local Feeder Local Feeder Local Feeder


129

No.



2011 2015 2020 2030

31 Sarmi Apauwer Local Feeder Local Feeder Local Feeder Local Feeder

32 Jayapura Depapre Collector Collector Collector Collector

33 Jayapura Betaf Local Feeder Local Feeder Local Feeder Local Feeder

34 Jayapura Demta Collector Collector Collector Collector

35 Jayapura Jayapura Main Main Main Main

36 Jayapura Metabor Local Feeder Local Feeder Local Feeder Local Feeder

37 Jayapura Yanma Local Feeder Local Feeder Local Feeder Local Feeder

38 Asmat Agats Collector Collector Collector Collector

39 Asmat Atsy Local Feeder Local Feeder Local Feeder Local Feeder

40 Asmat Jipawer Local Feeder Local Feeder Local Feeder Local Feeder

41 Asmat Pirimapun Local Feeder Local Feeder Local Feeder Local Feeder

42 Asmat Sawaerma Local Feeder Local Feeder Local Feeder Local Feeder

43 Asmat Yamas Local Feeder Local Feeder Local Feeder Local Feeder

44 Asmat Yaosakor Local Feeder Local Feeder Local Feeder Local Feeder

45 Asmat Kamur Local Feeder Local Feeder Local Feeder Local Feeder

46 Mappi Kepi Local Feeder Local Feeder Local Feeder Local Feeder

47 Mappi Bade Collector Collector Collector Collector

48 Mappi Bayun Local Feeder Local Feeder Local Feeder Local Feeder

49 Mappi Moor Local Feeder Local Feeder Local Feeder Local Feeder

50 Merauke Arambu Local Feeder Local Feeder Local Feeder Local Feeder

51 Merauke Bian Local Feeder Local Feeder Local Feeder Local Feeder

52 Merauke Bulaka Local Feeder Local Feeder Local Feeder Local Feeder

53 Merauke Bupul Local Feeder Local Feeder Local Feeder Local Feeder

54 Merauke Kimaan Local Feeder Local Feeder Local Feeder Local Feeder

55 Merauke Kumbe Local Feeder Local Feeder Local Feeder Local Feeder

56 Merauke Merauke Main Main Main Main

57 Merauke Muting Local Feeder Local Feeder Local Feeder Local Feeder

58 Merauke Okaba Local Feeder Local Feeder Local Feeder Local Feeder

59 Merauke Semanggi Local Feeder Local Feeder Local Feeder Local Feeder

60 Merauke Senggo Local Feeder Local Feeder Local Feeder Local Feeder

61 Mimika Pomako I & II (including Timika)


62 Mimika Ammapare Collector Collector Collector Collector

63 Mimika Hiripau Local Feeder Local Feeder Local Feeder Local Feeder

64 Mimika Kokonao Local Feeder Local Feeder Local Feeder Local Feeder

65 Mimika fvg Local Feeder Local Feeder Local Feeder Local Feeder

66 Nabire Kuatisora Local Feeder Local Feeder Local Feeder Local Feeder

67 Nabire Nabire/Tlk.Kimi Collector Collector Collector Collector

68 Nabire Napan Local Feeder Local Feeder Local Feeder Local Feeder

69 Nabire Nusa Local Feeder Local Feeder Local Feeder Local Feeder

70 Nabire Wanggur Local Feeder Local Feeder Local Feeder Local Feeder


130

No.



2011 2015 2020 2030

71 Nabire Wapoga Collector Collector Collector Collector

72 Yapen Ambai Local Feeder Local Feeder Local Feeder Local Feeder

73 Yapen Ansus Local Feeder Local Feeder Local Feeder Local Feeder

74 Yapen Dawai Collector Collector Collector Collector

75 Yapen Poom Local Feeder Local Feeder Local Feeder Local Feeder

76 Yapen Serui Regional Feeder

Regional Feeder

Regional Feeder

Regional Feeder

77 Yapen Sumberbaba Local Feeder Local Feeder Local Feeder Local Feeder

78 Yapen Wainapi Local Feeder Local Feeder Local Feeder Local Feeder

79 Yapen Owe Local Feeder Local Feeder Local Feeder Local Feeder

80 Waropen Waren Local Feeder Local Feeder Local Feeder Local Feeder

81 Waropen Kalpuri Local Feeder Local Feeder Local Feeder Local Feeder

82 Waropen Barapasi Local Feeder Local Feeder Local Feeder Local Feeder

83 Waropen P Nau Local Feeder Local Feeder Local Feeder Local Feeder


131

Appendix B: Strategic Ports by Economic Corridor

Appendix B-1 Strategic Ports within Sumatra Economic Corridor

Appendix B-2 Strategic Ports within Java Economic Corridor


132

Appendix B-3 Strategic Ports within Kalimantan Economic Corridor

Appendix B-4 Strategic Ports within Sulawesi Economic Corridor


133

Appendix B-5 Strategic Ports within Bali –Nusa Tenggara Economic Corridor

Appendix B-6 Strategic Ports within Papua – Kepulauan Maluku Economic Corridor


134

Appendix C: Port Development Plan


135

Appendix C-1 Port Physical Development Plan by Economic Corridor and Type of Port Facilities, 2011-2030


136


137


138


139


140


141


142


143

Appendix C-2 Port Sector Investment by Economic Corridor and Type of Facility, 2011-2030 (US$ millions)


144


145


146


147


148


149


150


151

Academic paper to support npmp decree

Business

Transcript of Academic paper to support npmp decree