PAL Water Resources

MASTER PLAN FOR ESTABLISHING METROPOLITAN PRIORITY AREA FOR INVESTMENT AND INDUSTRY
IN JABODETABEK AREA
Final Report
7.6.2 Water Supply and Sewerage System

(1) Water Demand Forecast
Water demand in the study area is projected for five areas as shown in Figure 7.6.8.
Source: MPA Study Team
Figure 7.6.8 Study Area for Water Supply
1) PDAM Water
The water demand forecast until year 2030 is computed based on the following target
parameters:
a) Population
Population projection until 2030 was taken from the socio-economic indicators in
the JABODETABEK MPA study and adopted as future population in this Study.
b) Service Ratios
The target service ratio in DKI Jakarta is set at 100 % in 2030. Regarding the other
areas, Decree No. 610/2002 of West Java Province is used as reference. The decree
stated that the target service ratio for 2025 is 50% - 70 %. Accordingly, the target
service ratio is set as presented in Table 7.6.9:
Bekasi
Karawang
Bogor
Tangerang
Table 7.6.9 Target Service Ratios

2030 Target
2025 Target
(from Decree No. 610/2002)
(from MPA Study)
60%
70%
50%
60%
50%
60%
60%
70%
Source: MPA Study Team based on West Java Province Decree No. 610/2002
c) Per Capita Consumption

The standard set for per capita consumption is indicated in the Ministry of Public
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Works (PU) guidelines as presented in Table 7.6.10:

Table 7.6.10 Ministry of Public Works (PU) Standards for Per Capita Consumption
City Scale
Metropolitan
Big city
Medium city
Small city
Per Capita Consumption

190 l/c/d
170 l/c/d
150 l/c/d
130 l/c/d
Source: Petunjuk Teknis Perencanaan Rancangan Teknik SPAM, Ministry of Public Works 1989
Accordingly, the target per capita consumption for domestic use in 2030 is set as
follows:
DKI Jakarta:
Other areas:
(150 + 130) /2 =
190 l/c/d
140 l/c/d
d) Volumetric Ratio of Non-domestic Purpose Water against Domestic Purpose

The following ratios were taken from the on-going study Integrated Water
Resources Management in the 6Cis River basin.
DKI Jakarta:
40 %
Bekasi, Bogor, Tangerang:
20%
Karawang:
10%
e) Per Capita Consumption (Combined Domestic and Non-domestic Purpose Water)
The combined target per capita consumption in 2030 is determined as follows:
DKI Jakarta:
190 x 1.4 = 270 l/c/d
Bekasi, Bogor, Tangerang: 140 x 1.2 = 170 l/c/d
Karawang:
140 x 1.1 = 155 l/c/d
f) Non-Revenue Water (NRW) Ratio
According to the Decree No. 610/2002 of West Java Province, NRW ratio will be
reduced to 20 % in 2025.
Reduction of NRW is one of the most important policy for the PDAMs in the study
area where the water resources is not abundant. 41,000 of water leakages were
repaired in west Jakarta in 2010. The NRW ratio in west Jakarta has been decreased
from 50.6 % in 2005 to 42.3 % in 2010, namely 1.66% per year. The experiences in
municipal water works bureau in Japan show that the NRW ratio can be reduced to
around 15 % by conducting the extensive NRW reduction measures such as
detection and repair of water leakages and renewal of the deteriorated water
distribution pipeline.
Thus, the target NRW ratio for 2030 is set at 15%.
g) Special Demand for the New Airport and Seaport in Karawang
In Karawang, the plan is to construct a new international airport and seaport. Thus,
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the water demand for these development areas is considered as special demand in
addition to the demand calculated in a) to f).
This special demand is presented in Table 7.6.11, based on the existing consumption
rates of SHIA and Tanjung Priok Port:
Table 7.6.11 Forecast Water Consumption Rates as Special Demand for the New Airport and Seaport
2020
2030
New International Airport in Karawang
200 l/s
400 l/s
New Port in Cilamaya
200 l/s
400 l/s
Total of Special Demand in Karawang
400 l/s
800 l/s
Source: MPA Study Team based on the existing consumption rates of Soekarno-Hatta International Airport
(SHIA) and Tanjung Priok Port
The projected water demand for each area is shown in Table 7.6.12.
Table 7.6.12 Demand Projection for PDAM Water
DKI Jakarta (PAM JAYA)
2015
9,788,157
6,411,121
65.5
173
1,111,667
39.5
1,836,545
21,256
2020
9,888,617
7,614,153
77.0
206
1,565,453
31.3
2,279,115
26,379
2030
9,882,852
9,882,852
100.0
270
2,668,370
15.0
3,139,259
36,334
Bekasi (PDAM Kota Bekasi, PDAM Kabupaten Bekasi)

2010
Population
4,966,040
Service population
1,087,772
Service ratio (%)
21.9
Per capita consumption (l/c/d)
125
Base Demand (m3/day)
136,486
NRW(%)
18.5
Water Demand (m3/day)
167,447
Water Demand (l/s)
1,938
2015
5,712,165
1,938,032
33.9
137
264,744
17.6
321,360
3,719
2020
6,328,925
2,908,274
46.0
148
429,658
16.7
516,075
5,973
2030
7,257,394
5,080,176
70.0
170
863,630
15.0
1,016,035
11,760
Karawang (PDAM Kabupaten Karawang)

2010
Population
2,125,234
Service population
369,216
Service ratio (%)
17.4
78
28,673
NRW(%)
39.0
47,018
Water Demand (l/s)
544
Special Demand (l/s)
0
Water Demand (l/s)
544
2015
2,427,793
680,504
28.0
97
66,006
33.0
98,534
1,140
0
1,140
2020
2,745,944
1,062,309
38.7
116
123,578
27.0
169,304
1,960
400
2,360
2030
3,387,961
2,032,776
60.0
155
315,080
15.0
370,683
4,290
800
5,090
Population
Service population
Service ratio (%)
NRW (%)
Water Demand (l/s)
2010
9,588,198
5,177,468
54.0
141
731,035
47.6
1,395,804
16,155
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Bogor (PDAM Kota Bogor, PDAM Kabupaten Bogor)

2010
Population
7,456,375
Service population
1,479,923
Service ratio (%)
19.8
115
170,813
NRW(%)
33.7
257,533
Water Demand (l/s)
2,981
2015
8,171,934
2,442,249
29.9
129
315,209
29.0
443,988
5,139
2020
8,947,497
3,572,187
39.9
143
509,787
24.3
673,757
7,798
2030
10,086,428
6,051,857
60.0
170
1,028,816
15.0
1,210,371
14,009
Tangerang (PDAM Kota Tangerang, PDAM Kabupaten Tangerang)

2010
2015
2020
2030
Population
5,940,791
6,694,089
7,507,241
8,988,129
Service population
810,740
1,856,622
3,139,791
6,291,690
Service ratio (%)
13.6
27.7
41.8
70.0
151
156
161
170
122,734
289,705
504,540
1,069,587
NRW(%)
26.0
23.3
20.5
15.0
165,955
377,627
634,817
1,258,338
Water Demand (l/s)
1,921
4,371
7,347
14,564
Note: The water supply service in DKI Jakarta is being undertaken by two concessionaires under the concession
agreements.
2) Industrial Water
Projection of industrial water demand is carried out by adding the projected
incremental water demand to the current usage volume. The incremental industrial
water demand was derived from the incremental industrial land area and unit water
demand. Referring to the basic planning of existing industrial estate in the
JABODETABEK MPA, the current unit water demand is set at 35 m3/day per sector of
the industrial area. The projected industrial water demand is shown in Table 7.6.13.
Table 7.6.13 Projected Industrial Water Demand
2010
Incremental (2010 - 2020)

2020
Incremental (2010 - 2030)
Water
Water
Water
Industrial
Present
Industrial
Demand
Demand
Demand
Area (ha)
Use (l/s)
Area (ha)
(l/s)
(l/s)
(l/s)
DKI Jakarta
2,393
0
0
2,393
7,250
2,900
Bekasi
2,242
3,370
1,348
3,590
9,200
3,680
Karawang
3,630
620
248
3,878
2,240
896
Bogor
3,969
1,290
516
4,485
3,730
1,492
Tangerang
5,082
1,520
608
5,690
4,830
1,932
Total
17,316
6,800
2,720
20,036
27,250
10,900
Note: Unit incremental water demand: 35m3/day / ha = 0.4 l/s /ha
Source: Predicted incremental industrial area: Derived from MPA Study Team
2030
Water
Demand
(l/s)
5,293
5,922
4,526
5,461
7,014
28,216
3) Total Water Demand

The total water demand came from the combined demand of PDAM water (Table
7.6.12) and industrial water (Table 7.6.13), as shown in Table 7.6.14.
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Table 7.6.14 Water Demand for PDAM and Industrial Water

Description
DKI Jakarta
PDAM
Industrial
Bekasi
PDAM
Industrial
Karawang
PDAM
Industrial
Bogor
PDAM
Industrial
Total
Total
Total
Total
PDAM
Tangerang
2010
Present Use
(m3/sec)
16.2
2.4
18.5
1.9
2.2
4.2
0.5
3.6
4.2
3.0
4.0
6.9
1.9
Industrial
2020
Water Demand
(m3/sec)
26.4
2.4
28.8
6.0
3.6
9.6
2.4
3.9
6.2
7.8
4.5
12.3
7.3
2030
Water Demand
(m3/sec)
36.3
5.3
41.6
11.8
5.9
17.7
5.1
4.5
9.6
14.0
5.5
19.5
14.6
5.1
5.7
7.0
Total
7.0
13.0
21.6
Total
40.8
69.9
110.0
(2) PDAM Water Supply Development Strategy

1) DKI Jakarta
The forecast water demand, production capacity and connection expansion plan are
shown in Table 7.6.15.
Table 7.6.15 Facility Expansion Plan for DKI Jakarta
Service Population
Water Demand (l/s)
Existing 3 WTP
Cilandak WTP and Tangerang
Production
Jatiluhur Project (up to 2nd phase)
Capacity (l/s)
Kalian Project (1st phase)
Total
Existing house connections
Number of House
New connections
connections
Total
Source: MPA Study Team, Pam Jaya
2010
5,177,468
16,155
14,600
3,275
2015
6,411,121
21,256
14,600
3,275
4,000
17,875
690,329
21,875
690,329
164,487
854,816
690,329
2020
7,614,153
26,379
14,600
3,275
8,000
1,600
27,475
690,329
324,891
1,015,220
The 1st phase of DKI Jakarta Bekasi Karawang Water Supply (Jatiluhur) Project
(the Jatiluhur Project) (Capacity: 4,000 l/s) is expected to be completed in 2015 and the
2nd phase (Capacity: 4,000 l/s) in 2020. The 1st phase of Karian Project (Capacity:
1,600 l/s) is expected to be completed in 2020.
Jatiluhur Project itself is a bulk water supply system that delivers treated water to the
receiving points in DKI Jakarta. It is necessary to construct a facility within DKI
Jakarta for the delivery of water to the customers.
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It is noted that the water supply service in DKI Jakarta is being undertaken by two
concessionaires under the concession agreements. The setting of water tariff is subject
to approval of the local government, while the water charge paid to the concessionaires
is subject to change in accordance with the concession agreements.
The two concessionaires are responsible for investment on the distribution facilities
based on the agreed investment plan, as well as operation of the facility and customer
services such as tariff collection.
2) Bekasi
The forecast water demand, production capacity and connection expansion plan are
Table 7.6.16 Facility Expansion Plan for Bekasi
Service Population
Water Demand (l/s)
Existing capacity
Tegal Gede Project (PPP)
Production
Capacity (l/s)
IKKs (200 l/s / IKK x 10 IKKs)
Total
Number of House
New connections
connections
Total
Source: MPA Study Team, PDAM Kab./Kota Bekasi
2010
1,087,772
1,938
2,510
2,510
155,396
155,396
2015
1,938,032
3,719
2,510
560
500
200
3,770
155,396
121,466
276,862
2020
2,908,274
5,973
2,510
560
1,000
2,000
6,070
155,396
260,072
415,468
Tegal Gede Project with a capacity of 560 l/s has commenced construction in 2011 and
is expected to be completed in 2015. The 1st phase of Jatiluhur Project (Capacity: 500
l/s) is expected to be completed in 2015 and the 2nd phase in 2020.
Jatiluhur Project itself involves a bulk water supply system that delivers the treated
water to the receiving points in Kota/Kabupaten Bekasi. It is necessary to construct a
facility within Kota/Kabupaten Bekasi for the delivery of water to the customers.
In addition, a small-scale rural water supply project (SPAM IKK) has to be
implemented in areas where water supply facilities are not yet available.
SPAM IKK
is an individual water supply system for supplying water to Ibu Kota Kecamatan
(Central town of the regional districts). The national program for development of
SPAM IKK is being implemented by Cipta Karya since 2005. More than 100 SPAM
IKKs are being constructed every year in Indonesia. The capacity range of each SPAM
IKK is 50 l/s to 200 l/s. In Bekasi, ten SPAM IKKs, each with a capacity of 200 l/s, are
expected to be implemented in 2020, totaling to 2,000 l/s of capacity.
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3) Karawang
The forecast water demand, production capacity, and connection expansion plan are
Table 7.6.17 Facility Expansion Plan for Karawang
2010
369,216
544
815
Service Population
Water Demand (l/s)
2015
680,504
1,140
815
500
Existing capacity
Total
815
1,315
46,152
46,152
Number of House
New connections
38,911
connections
Total
46,152
85,063
Note: Out of 2,360 l/s of demand in 2020, 400 l/s is for the new air port and new port.
Source: MPA Study Team, PDAM Karawang
Production
Capacity (l/s)
2020
1,062,309
2,360
815
1,000
600
2,415
46,152
86,637
132,789
The 1st phase of Jatiluhur Project (Capacity: 500 l/s) is expected to be completed in
2015 and the 2nd phase (Capacity: 500 l/s) in 2020.
Jatiluhur Project is a bulk water supply system that can deliver treated water to the
receiving points in Karawang. It is necessary to construct a facility within Karawang
for the delivery of water to the customers.
It is noted that out of the total demand of 2,360 l/s in 2020, 400 l/s is for the new
airport and seaport. This demand is to be met by the treated water from the 2nd phase
of Jatiluhur Project. Thus, the scheduled implementation of the 2nd phase of Jatiluhur
Project has to be in coordination with the construction of water transmission facilities
to the new airport and seaport.
In addition, SPAM IKKs need to be implemented in areas where water supply facility
is not constructed. Six SPAM IKKs with a capacity of 100 l/s each are expected to be
implemented in 2020, totalling to 600 l/s of capacity.
4) Bogor
The planned water demand, production capacity and connection expansion plan are
shown in the Table 7.6.18.
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Table 7.6.18 Facility Expansion Plan for Bogor

Service Population
Water Demand (l/s)
Existing capacity
Upgrading existing capacity
Total
Existing house connection
Number of House
New connection
connection
Total
Source: MPA Study Team, PDAM Kab./Kota Bogor
2010
1,479,923
2,981
3,791
Production
Capacity (l/s)
3,791
197,323
197,323
2015
2,442,249
5,139
3,791
1,000
400
5,191
197,323
128,310
325,633
2020
3,572,187
7,798
3,791
2,000
2,000
7,791
197,323
278,969
476,292
Existing production capacity in Bogor is expected to be upgraded by 1,000 l/s in 2015

and 2,000 l/s in 2020. In addition, SPAM IKKs (Small scale rural water supply project)
need to be implemented in the areas where water supply facility is not constructed.
Ten SPAM IKKs with a capacity of 200 l/s each are expected to be implemented in
2020, totalling to 2,000 l/s of capacity.
5) Tangerang
The planned water demand, production capacity and connection expansion plan are
shown in the Table 7.6.19.
Table 7.6.19 Facility Expansion Plan for Tangerang
Service Population
Water Demand (l/s)
Existing capacity
Tangerang Selatan Project (PPP)
Production
Kalian Project (1st phase)
Capacity (l/s)
Total
Existing house connection
Number of House
New connection
connection
Total
Source: MPA Study Team, PDAM Kab./Kota Tangerang
2010
810,740
1,921
2,565
2,565
115,820
115,820
2015
1,856,622
4,371
2,565
900
1,000
4,465
115,820
149,412
265,232
2020
3,139,791
7,347
2,565
900
2,650
1,400
7,515
115,820
332,722
448,542
Tangerang Selatan Project with capacity of 900 l/s has commenced in 2011 and is
expected to be completed in 2015. The 1st phase of Karian Project with capacity of
2,650 l/s is expected to be completed in 2020. In addition, SPAM IKKs have to be
implemented in areas where water supply facilities are not yet available. Seven SPAM
IKKs, each with a capacity of 200 l/s, are expected to be implemented in 2020, with a
total capacity of 1,400 l/s.
(3) Key Project for PDAM Water Supply Development Strategy
As described in Table 7.6.12, the PDAM service ratio is planned to be increased in 2020 as
shown in the Table 7.6.20 below.
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Table 7.6.20 Planned PDAM Service Ratio up to 2020

DKI Jakarta (PAM JAYA)
Bekasi (PDAM Kota Bekasi, PDAM
Kabupaten Bekasi)
Karawang (PDAM Kabupaten Karawang)
Bogor (PDAM Kota Bogor, PDAM
Kabupaten Bogor)
Tangerang (PDAM Kota Tangerang, PDAM
Kabupaten Tangerang)
2010(Present)
54.0 %
2020
77.0 %
21.9 %
46.0 %
17.4 %
38.7 %
19.8 %
39.9 %
13.6 %
41.8 %
To achieve the above service ratio, production capacity of each PDAM is planned to be
increased as shown in Table 7.6.15 to Table 7.6.19.
Out of these expansion plans, Jatiluhur Project (1st phase and 2nd phase) is one of the key
schemes in view of its scale (10,000 l/s in total capacity) and beneficiary area (Jakarta,
Bekasi, Karawang). Thus, Jatiluhur Project is selected as a priority project of the water
supply sector in MPA.
Jatiluhur Project itself is a bulk water supply system that delivers treated water to the
receiving points in Jakarta, Bekasi and Karawang. It is necessary to construct a facility
within these areas for the delivery of water to the customers. Thus, part of construction
works for transmission/distribution facility, with integration of Jatiluhur Project, is
proposed as a priority project of the water supply sector in MPA.
Table 7.6.21 shows the target effect indicator for water supply sector in MPA.
SECTOR
Water Supply
Table 7.6.21 Target Effect Indicator for Water Supply

TARGET EFFECT
TARGET EFFECT
INDICATOR (Quantitative)
INDICATOR
DESCRIPTION
(Narrative)
2010(Base)
2020(Target)
Piped-water supply will be
Improve piped water
54 %
77%
service coverage (DKI
improved from 40.8 m3/s
(2010) to 68.3 m3/s (2020).
Jakarta)
(4) Water Allocation Strategy until 2020 (Target Year of Master Plan 2020)
As described in the above section, the total demand for PDAM and industrial water
through the piped water system is projected to be 40.8 m3/sec in 2010, 69.9 m3/sec in 2020,
and 110.0 m3/sec in 2030.
Based on the information from PJT-II and BBWS Ciliwung Cisadane, the present demand
(2010) for PDAM and industrial water through the piped water system, is being met by
utilization of river water, as shown in Figure 7.6.9.
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WaterAllocationin2010
Unit:m3/sec
PipedWaterDemand
Tangerang
7.0
PipedWaterSupply
Jakarta
18.5
7.0
1.9
40.8
2.7
5.1
20.0
0.3
Ktukut
42.7
Bekasi
4.2
Karawang
4.2
4.2
4.3
14.6
4.2
2.4
WTC
0.9
0.9
2.5
NTC
Bogor
6.9
ETC
Jatiluhur
7.2
Cidurian Cisadane
Source: PJT-II, BBWS Cilliwung-Cisadane
Ciliwung
Ciujung
Bekasi
Citarum
Figure 7.6.9 Present Water Allocation
Figure 7.6.10 shows the present and future status of total demand for PDAM and industrial
water through the piped water supply system and the overall potential water demand.
The
overall potential water demand is derived from the on-going study, Draft Pola for Water
Resources Management in the 6Cis River Basin Territory funded by ADB (hereinafter
referred to as 6Cis Study). The assumption for the potential demand forecasting is that all
the households are to be supplied with water in accordance with the guidelines of the
Ministry of Public Works.
m3/sec
110.0
107.4
Tangerang: 21.6
86.3
Bogor: 19.5
69.9
40.8
Tangerang: 13.0
Karawang: 9.6
Bogor: 12.3
Bekasi: 17.7
Karawang: 6.2
Tangerang: 7.0
Bogor: 6.9
Karawang: 4.2
Bekasi: 4.2
Bekasi: 9.6
Jakarta: 28.8
Jakarta: 41.6
Jakarta: 18.5
Figure 7.6.10 Water Demand and Supply Condition
The actual water demand (i.e., as supplied by the piped water system) is suppressed due to
lack of piped water supply system in some areas. Some of the potential demand is being
met by utilization of groundwater.
It is planned to decrease the difference between the potential demand and the actual
demand by constructing an additional piped water supply system. The planned water
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allocation for 2020 (target year in Master Plan 2020) is shown in Figure 7.6.11. The Water
allocation is under the authority of PU. PU is required to function as a coordinator of the
related local governments.
WaterAllocationin2020
Unit:m3/sec
PipedWaterDemand
Tangerang
Jakarta
13.0
28.8
13.0
29.6
5.2
5.1
2.7
1.6
2.7
14.6
69.9
8.0
0.3 2.4
PipedWaterSupply
AvailableWater
70.7
Bekasi
Karawang
9.6
6.2
9.6
6.2
8.6 1.0
1.0
1.8
0.9
2.5 NTC
Ktukut
ETC
Bogor
12.3
KarianProject1st
(DDstage)
Karian
12.3
WTC Rehabilitation (On-going)
Jatiluhur
Jatiluhur Pipeline 1st (FS stage)+2nd
7.3
5.0
Ciujung
Cidurian
Cisadane Rural Water Supply Ciliwung

(SPAM-IKK)
(On-going National
Program)
Bekasi
Citarum
Figure 7.6.11 Water Allocation Plan in 2020
As shown in the above figure, several development projects are being implemented or
planned as follows:
1)
Rehabilitation of West Tarum Canal (WTC)

The water supply from Jatiluhur Dam will be increased by reducing the water leakage
from the canal.
2)
Karian Project
The water supply from the planned Karian Dam will be conveyed to Tangerang and
DKI Jakarta.
3)
Rural Water Supply Project (SPAM IKK)

The national program for the construction of small-scale water supply facilities
(capacity of each project is usually up to 200 l/s) for rural areas is being implemented
utilizing national and regional budgets.
4)
Jatiluhur Project
Treated bulk water will be supplied from a water treatment plant by constructing the
downstream of Jatiluhur Dam that will convey, water to the receiving points in DKI
Jakarta, Bekasi and Karawang.
The capacity of the 1st phase is 5,000 l/s (4,000 l/s for DKI Jakarta and 500 l/s each
for Bekasi and Karawang). The 2nd phase is planned to have the same capacity as the
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1st phase.
The water balance of WTC in the second half of July when the water supply balance is
most critical is shown in Figure 7.6.12.
2010
Jakarta
Bekasi
14.6
4.2
Karawang WTC Irrigation
0.9
25.3
68.1
NTC
Curug
Cawang
WTC
ETC
40.7
11.0
53.2
162.0
Unregulated
Inflows
19.2
Water Loss
Jakarta
2020
14.6
Jatiluhur
Bekasi
8.6
1.0
Karawang
1.0
WTC Irrigation
1.8
25.3
68.1
NTC
WTC
Rehabilitation
Cawang
Curug
ETC
3.9
Jakarta
11.0
43.2
Unregulated
Inflows
10.0
40.7
Water Loss
8.0
162.0
Jatiluhur Prioject 1st and 2nd

Jatiluhur
Source: PJT-II, MPA Study Team
Figure 7.6.12 Envisaged Water Balance in WTC
The four projects in Figure 7.6.12 are indispensable in achieving the planned piped water
supply for JABODETABEK MPA and Karawang. Out of these projects, 1), 2), and 3) are
already in the implementation stages, while implementation of Jatiluhur Project has not
commenced yet. The 1st phase of Jatiluhur Project has been decided as a Fast Track
Project by the JABODETABEK MPA Steering Committee. Thus, it is proposed that its
2nd phase be selected as a Priority Project.
A4 (1) DKI Jakarta Bekasi Karawang Water Supply (Jatiluhur) as FTP 6.1
A4 (2) Rehabilitation of Water Distribution Facilities in DKI Jakarta, Bekasi and
Karawang, with the integration of DKI Jakarta Bekasi Karawang Water
Supply (Jatiluhur)
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(5) Future Water Allocation Strategy up to 2030

As shown in Figure 7.6.13, the present water balance in 1Ci (Citarum River Basin
Territory) and 2Ci (Ciliwung-Cisadane) are already in critical levels, while 3Ci
(Cidanau-Ciujung and Cidurian) has excess water supply available. Thus, it is proposed
that the future water demand in JABODETABEK MPA after 2020 is met by the water
supply developed in 3Ci basin.
A4 (4) Development of Water Supply Systems for Large-scale Infrastructure

Development
Source: Draft Pola for Water Resources Management in the 6 Cis River Basin Territory, Oct 2011
Figure 7.6.13 Potential Water Resource for JABODETABEK MPA Area and Karawang
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(6) Sewerage Development Strategy

1) Strategy
Currently, the Wastewater Management Master Plan in DKI Jakarta is being
formulated with target years of 2020 (short-term), 2030 (mid-term), and 2050
(long-term).
In 2020, the plan is to increase the sewerage coverage ratio from 2% to
20% and reduce the BOD levels (as river water quality indicator) from 60 mg/l to 45
mg/l. The sewerage coverage area is divided into 14 zones as shown in Figure 7.6.14.
Existing Sewerage Area

Short-term (2020)
Medium-term (2030)
Long-term (2050)
Treatment Plant Site
Source: The Project for Capacity Development of Wastewater Sector through Reviewing the Wastewater
Management Master Plan in DKI Jakarta, 2011
Figure 7.6.14 Planned Sewerage Zones in DKI Jakarta
The reasons for selecting sub-zones 1 and 6 as locations of the sewerage system for
construction in 2020 are as follows:
These areas are the core districts of DKI Jakarta, the capital city, thus, there is a
need for immediate implementation.
The sub-zones population density is high, thus, the immediate effects of

implementation are expected.
There are several commercial/business companies that can provide a stable source
of revenues from the collection of wastewater tariff.
The land area for wastewater treatment plant is secured.
The river water quality in the area is heavily degraded, thus, the need for
immediate improvement is required.
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The construction of a sewerage system for these areas is prioritized and selected as a
priority project of sewerage sector in MPA.
Table 7.6.22 shows the target effect indicator for sewerage sector in MPA.
SECTOR
Sewerage
System
Table 7.6.22 Target Effect Indicator for Sewerage System

TARGET EFFECT
TARGET
INDICATOR
EFFECT
DESCRIPTION
(Quantitative)
INDICATOR
(Narrative)
2010(Base) 2020(Target)
Improve
Population using
sewerage
sewerage system will be
coverage ratio
2%
20%
expanded from 0.1
million (2010) to 2
million (2020) people.
2) Sewerage System
In other areas with no sewerage system plans, wastewater disposal is still being done
undertaken by individual septic (on-site) systems. Regarding on-site systems, the
following measures are planned for implementation:
Replacement of conventional septic tanks with modified septic tanks, as the

households wastewater treatment facility;
Introduction of regular de-sludging for the households;
Promotion of the individual treatment plant (ITP) in housing development areas;
Promotion of the replacement of remaining septic tanks of commercial and public

building to ITPs; and
Expansion of the capacity of sludge treatment plants.
A4 (3) Development of Sewerage System in DKI Jakarta

7.6.3
Waste Management System
(1) Future Prediction of Non Hazardous Solid Waste

1) Amount of Solid Waste
The population in this Study is presented in the previous section. In the SAPROF
Study, the amount of solid waste has been estimated in DKI Jakarta. The assumption of
the increasing rate of unit generation in JABODETABEK is the same with that of DKI
Jakarta due to their almost similar economic development conditions. The unit
generation rate has been determined in each area. The amount of solid waste in
JABODETABEK area was preliminary as shown in Figure7.6.15.
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WasteGenarationinMPAArea(Draft)
35,000
40,000,000
PopulationinMPAArea
35,000,000
Wastegeneration
30,000
Poppulation
30,000,000
25,000
25,000,000
20,000
20,000,000
15,000
15,000,000
AmountofWasteGenaretion[ton/day]
Final Report
10,000
10,000,000
5,000
5,000,000
0
Source: MPA Study Team based on the hearing data from each municipality
Figure 7.6.15 Preliminary Estimated Waste Generation Amount in JABODETABEK Area
2) Waste Characterization
There is no recent waste characterization survey data in each municipality and regency
except for DKI Jakarta. In DKI Jakarta, historical waste characterization data is
available in the SAPROF Study. The latest projection of future waste characterization
is shown in Figure 7.6.16. Organic waste will be decreased due to increase in
economic level, however, waste paper or waste plastic will be increased.
Source: JBIC SAPROF Final Report (2008)
Figure 7.6.16 Waste Characterization in DKI Jakarta
(2) Future Waste Stream Based on the Strategy and Target

According to the Strategic Plan of Cipta Karya (2010 to 2014), five conceptual policies
have been established as follows;
Policy 1
:Reduction of solid waste quantity as much as possible at source
Policy 2
:Improve Community and Entity/Private Sector Involving in
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Managing Partnership
Policy 3
:Improve Services Area and Quality of Management System
Policy 4
:Institution, Regulation and Law Development
Policy 5
:Development of Budget Sources Alternative
In relation to the policies mentioned above, as countermeasure for the direction of the solid
waste management, the characteristics of each area in JABODETABEK should be
considered. The Ministry of Public Works (PU) Regulation No.21, 2006 set the target as
the collection rate (amount of collected waste per total amount of generated waste) of 80%
in urban area and 50 % in rural area until 2015 and source reduction rate (amount of
reduced waste at source per total amount of generated waste) of 20%. Currently, the
collection rate in DKI Jakarta is more than 80%, while in South Tangerang City or Bogor
Regency, it is less than 50%. Considering the current rates of collection and source
reduction, the projected 2020 source reduction and collection rates are shown Table 7.6.23.
Table 7.6.23 Source Reduction and Collection Rate in JABODETABEK
DKI Jakarta
Bekashi City
Bekashi Regency
Tangerang City
Tangerang Regency
South Tangerang City
Bogor City
Bogor Regency
Depok City
Karawang Regency
2010
Source
Collection
Reduction rate rate
4%
80%
11%
44%
7%
65%
6%
72%
16%
23%
10%
50%
6%
69%
14%
28%
10%
49%
10%
49%
Source
Reduction
3%
15%
10%
8%
23%
14%
8%
24%
14%
15%
2020
Collection
rate
95%
60%
71%
80%
40%
60%
80%
40%
60%
60%
Based on the source reduction and collection rates, the future trend of solid waste handling
and treatment methods are described in Figure 7.6.17.
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100%
90%
Self-disposal
80%
70%
Landfill
60%
50%
40%
Intermediate Treatment
30%
20%
10%
3R Activity at Source
0%
Year
Figure 7.6.17 Trend of Handling and Treatment Method of Solid Waste in JABODETABEK Area
Currently, each city and regency has its own M/P. They are either revising the current M/P
or preparing new M/P of solid waste management. The future plan of JABODETABEK
MPA should be consistent with these M/Ps in consideration of the current situation. One of
the most critical issues of solid waste management is the selection of landfill sites and
intermediate treatment facilities. Currently, in eastern area in JABODETABEK, there is an
Integrated Solid Waste Treatment and Disposal Facility (TPST) in Bekasi City; however,
sanitary landfill site including TPST are not available in other areas. Though it is necessary
to develop suitable waste treatment and disposal facilities, a step-by-step approach is more
practical considering the current solid waste management situation. The areas in western
and southern parts of JABODETABEK are selected as priority areas for development due
to unavailability of sanitary landfill. The amount of solid waste to be collected and the
priority areas are shown in Figure 7.6.18.
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Tangeranregency
600t/day
DKIJakarta
8,000t/day
Tangerangcity
800t/day
Bekasi
Regency
1,200t/day
Areabycoveredbyplanned
ITFsandTPAsinBekasi
PriorityareasforNewSWM
facilities
Areascoveredbyimproved
andexpanded existingTPAs
Amounttobecollectedwaste
(2020)
SouthTangerangcity
600t/day
Depokcity
900t/day
Bogorcity
700t/day
Bekasicity
1,100t/day
Bogorregency
1,200t/day
Figure 7.6.18 Image of Future Waste Stream in JABODETABEK Area (2020)
(3) Issues and Measures

To achieve the goal of a better urban environment which will provide a secure, clean, safe,
and smart life, it is important to keep the environment clean through the improvement of
solid waste treatment facilities. Only 40% of solid waste in JABODETABK MPA was
treated as reported in the 2010 data, so the remaining solid waste materials were dumped in
prohibited sites and were not treated. Solid waste causes environmental degradation, such
as water pollution, odor, etc. Construction of sanitary landfills is necessary as a measure to
achieve a clean environment. Table 7.6.24 shows the target effect indicator for solid waste
treatment.
Table 7.6.24 Target Effect Indicator for Solid Waste
SECTOR
Waste
Management
System
TARGET
EFFECT
INDICATOR
(Narrative)
Treated/disposed
volume
TARGET EFFECT
2010 (Base)
DESCRIPTION
2020 (Target)
4,500
tons/day
9,000
tons/day
Treated/disposed rate will be

enhanced from 40% (2010) to 60%
(2020).
(4) Scenario in Selecting

Considering the current situation, a regional solid waste management facility should be
developed in each of the priority area of the western and southern in JABODETABEK in
the short term. In this context, two priority projects are preliminary proposed as shown in
Figure 7.6.19.
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A5(2)Development
of New Landfill Site at Tangerang
A.5(2)NewLandfillSiteatTangerang
Area : 100ha, Receiving waste : 1500 t/day

Type of facilities : Landfill + MBT + Waste to Energy
Target year :
2020
Source : METI Study Team
Selection of priority project

9Priority projects are selected
for the priority area
9Priority projects are selected in
no plan to be implemented in the
Indonesian side
New Construction of Solid Waste
Treatment and Disposal Facilities
Improvement and expansion of
Landf ill site
Improvement and construction of
Transf er Station /
Intermediate Treatment Facility
Primary transportation
Secondary transportation
A5(1)
Construction of the West Java
A.5(1)WestJavaRegionalSolidWaste
Regional
Solid Waste Treatment as FTP 7.1
TreatmentandFinalDisposal
Area : 40ha
Receiving waste : 1000 t/day
Type of facilities : Landfill + Compost
Source : West Java Province
Figure 7.6.19 Selection of Priority Projects in JABODETABEK Area (2020)
This project aims to provide intermediate treatment and final disposal facilities for solid
waste management in Bogor City and Regency and Depok City. Solid waste is transported
from Bandung to Legok Nangka.
A5(1)
Construction of the West Java Regional Solid Waste Treatment as FTP 7.1
Introduction of solid waste treatment and disposal facility is a key measure for achieving
an eco-friendly city and in pursuit of making a clean and green city. Construction of final
disposal facilities at landfill site of about 100 ha will be e carried out for solid waste in the
western part of JABODETABEK, namely, Tangerang and South Tangerang.
A5(2)
Development of New Landfill Site at Tangerang
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Table 7.6.25 Collected Amount of Waste and the Indicator of Suitably Treated and Disposal Rate
Area
MPA
(North
and East)
Suitably Treated or
Disposed
Amount
(2020)
6,500[t/day]
Suitably
Treated or
Disposed Rate
(2011)
59%
Suitably
Treated or
Disposed Rate
(2020)
63%
2,200[t/day]
1,500[t/day]
by A.5(2) Priority
Project
0%
68%
2,800[t/day]
1,000[t/day]
by A.5(1) Priority
Project
0%
36%
Collection
Amount
(2020)
DKI Jakarta
Bekasi City
Bekasi Regency
MPA (West)
Tangerang City
Tangerang
Regency
South Tangerang
City
MPA (South)
Depok City
Bogor City
Bogor Regency
10,300[t/day]
(5) Technical Options

To realize the priority projects, technical options for solid waste management should be
considered. The options that will be considered are follows;
1) Collection and Transportation System
Current collection and transportation system (transfer station to the landfill site) is
divided into primary collection by RT/RW and secondary collection by cleansing
departments. It is important to reduce and separate solid waste at source in
consideration of an effective and efficient collection and transportation system. The
possible options to be considered are summarized as follows:
Option 1:
Commingled collection for primary and secondary collection;
Option 2:
Separate collection for primary collection by handcart divided into

partitions, and separate collection for secondary collection using
different type of collection vehicle for each type of waste;
Option 3:
Separate collection for primary collection by handcart divided into

partitions, and separate collection for secondary collection in
different date for each type of waste; and
Option 4:
Collection by collection vehicles divided into partitions for each

type of waste.
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Table 7.6.26 Source Reduction and Collection Rate in JABODETABEK (Collection Method Options)
Separated Collection Method
Option 1
Each type of waste is

discharged without separation
Option 2
Each type of separated waste

discharged is collected by a
collection vehicle determined
for its type.
Option 3
Discharged separated waste is

collected by a collection
vehicle.
The type of waste to be
collected is determined by the
date.
All types of separated waste
discharged are collected in the
respective
portion
of
a
collection vehicle that has been
divided by partitions for each
type of waste.
Option 4
Advantage
Disadvantage
- Convenient for waste

dischargers and collectors
- Adequate
collection
service is provided to waste
discharger
- Adequate
collection
service is provided to waste
discharger
generator
- Cost effective
- Decrease of burden of
checking
activities
by
collectors
- No separation for each

type of waste for easy
handling at the later stage
- Adequate
collection
service is provided to the
waste dischargers
generators
- Not cost effective waste

collection due to the
increase
of
collection
frequency
- Frequency of collection
service will decrease
- Cooperation from the
waste
discharger
is
necessary
- The space for each type of
separated waste
on a
collection vehicle is small
- There is a possibility of
mixing of waste on the
collection vehicle
Source MPA Study Team
2) Treatment and Disposal

Though sanitary landfilling is required according to Solid Waste Management Law
No.18, 2008, considering the transportation cost of solid waste to be disposed in the
landfill site or the future availability of landfill site, the investigation of introduction of
ITF is necessary. The SAPROF Study investigated the introduction of ITF and
compared some technical options, including composting, methane fermentation with
power generation, incineration with power generation, mechanical bio treatment and
RDF power generation, methane fermentation and RDF power generation. As a result,
mechanical bio treatment and RDF power generation after manual sorting were
recommended as the most suitable technology considering technical, financial and
environmental aspects.
Table 7.6.27 Source Reduction and Collection Rate in JABODETABEK (Technical Options)
Item
Technical
(waste
reduction rate)
Financial
Environment/Social
Less noise and water
pollution than other
options
Less noise than other
options
Option 1 : composting
59%
USD 16/t with income

(USD 20/t without income)
Option 2 : methane fermentation

with power generation
Option 3 : incineration with
power generation
Option 4 : mechanical bio
treatment and RDF power
generation
Option 5 : methane fermentation
and RDF power generation
77%

US$D 3/t with income
88%
98%
98%

Source: JBIC SAPROF Final Report (2008)
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According to the field study, DKI Jakarta generated more non-organic waste than in
other cities and regencies. In that case, the calorific value of waste in DKI Jakarta is
lower than the organic waste for compost or soil conditioner which has higher calorific
value. To consider each areas characteristics, it is necessary to consider suitable option
for each area.
In addition, separation system near generation source is necessary as a suitable
treatment method. In each sorting facility, rich biodegradable waste or recyclable waste
materials are separated at source or at different generation sources, such as market area,
residential area or office area, to minimize the burden of sorting activities.
(6) Improvement of Institutional System
1) Legal System and Capacity Development
Solid Waste Management Law No18, 2008 has been prepared as the fundamental law
at the national level. The following administrative tools should be prepared and revised
or updated periodically every two or three years:
-
Solid waste management guidelines for each city and regency;
Operation and management manuals of the ITF and TPA; and
Solid waste data base of each city and regency (each type and amount of
generated, collected, recycled and disposed solid waste, inventory of staff,
equipment and facilities, etc.).
2) Financial Mechanism
- Increase or Introduction of waste collection service fee
Based on the polluters pay principle, the waste collection service fee should be set
to cover the operation and maintenance fee. Main options to waste collection
service fee are described as follows:
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Table 7.6.28 Main Options to Collect Waste Collection Service Fee

Item
Contents
Advantage
Disadvantage
Direct collection
from
waste
dischargers
The collectors of waste

collection service fee will
collect the waste collection
service fee from each waste
generators
Waste collection service fee
will be included with the
service fee of water and
electricity supply
The system is easy to

establish.
Human resource is necessary for

fee collection.
The collection will be

easy due to the utilization
of
other
established
collection system.
Demarcation of the fee for solid

waste management service
Waste discharger has to

purchase the ticket or
garbage bag to discharge the
waste which is part of the
waste collection service fee.
It will make an incentive

to reduce the waste, if the
fee depends on the
amount of discharged
solid waste.
The shops which sell the garbage

bag or ticket are necessary and it
will take a time to disseminate
the information to the public due
to slightly complicated system.
Collection of a
service
fee
included on utility
bills e.g. water
and/or electricity
supply
Charge to medium
(garbage
bag,
ticket, etc)
Source MPA Study Team
- Set up the suitable tipping fee:

Currently, there are no sanitary landfill sites or controlled landfill sites except for
Bantargebang. In 2013 after five years from the promulgation of Solid Waste
Management Law No.18, 2008, existing dumping sites are required to be changed
to sanitary landfill site. In this context, the tipping fee for landfill site will be
increased due to the increase of the operation and maintenance cost.
3) Socialization Activities (Cleansing Campaign, Waste Reduction at Source and
Environmental Education)
Waste scattering in canals, rivers, and roadside, is evidently the prevailing situation in
the area. Public socialization and community activities are significant to improve solid
waste management in JABODETABEK area. There are some activities, such as the
information dissemination through newspaper or community participation project
regarding waste sorting activity. The former is one of the mass communication tools
and the latter is one of the interpersonal communication tools. It is necessary to
continue the both activities connectively.
Information
Mass Communication
Information
Interpersonal Communication
Figure 7.6.20 Communication Procedure
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7.6.4 Flood Management System

(1) Framework for Flood Control
1) Objectives of Flood Management
Flood management infrastructure provides a secure value-chain foundation for
industrial production, distribution networks, commercial and marketing, and social
welfare and safety of the people. Flood management is indispensable in achieving the
vision of the acceleration and expansion of Indonesias economic development for the
overall
strengthening
of
sustainable
global
competitiveness
towards
an
innovation-driven economy (MP3EI). One of the objectives of flood management is to

build comprehensive safety programs, against flood disasters for JABODETABEK
MPA, for investment and industry in order to ensure:
Safety to reduce risks in investment and production facilities;
Safety of life support systems against damages, such as utilities, transport
systems, schools, hospitals, homes, etc.; and
Safety of life of investors, business workers, residents, etc.
2) Target Flood Control Level
The recommended target design flood control level for JABOTABEK by JICA (the
Study on Comprehensive River Water Management Plan in Jabotabek, 1997) with
return periods ranging from 25 years to 100 years is also applied to JABODETABEK.
CBL Floodway: 50-year flood,
East Flood Canal System (EFC): 100-year design food,
West Flood Canal System (WFC): 100-year design flood,
Cengkareng Floodway System : 100-year design flood,
The Cisadane River: 50-year design flood for downstream, 25-year design flood
for the first stage, upstream,
The Cidrurian River: 25-year design flood,
The Cimanceuri River: 25-year design flood, and
The Cirarab River: 25-year design flood.
The design flood distributions of EFC, WFC and Ciliwung River are illustrated in
Figure 7.6.21.
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Source: The Study on Comprehensive River Water Management Plan in Jabotabeck, JICA, 1997.
Figure 7.6.21 Target Design Flood Diagram
The target design flood control level for the micro-drainage with return periods ranging
from 10 years to 25 years is applied to DKI Jakarta area in accordance with the design
standards of Indonesia.
(2) Flood Control Strategy
The flood control strategy for DKI Jakarta and upper catchment area in JABODETABEK
formulated by the GOI is outlined below, addressing the main issue of timely
implementation in order to overcome the challenges.
Urban Excess Water Management in and around DKI Jakarta
Drain out the retained water to the sea through the river and drainage systems
using pumps;
Develop multipurpose water retention areas (parks and other public facilities) to
reduce the peak runoff into the rivers and drainages;
Carry out integrated and efficient management of pumping systems;
Stop land subsidence through strict control of groundwater use together with
transfer from groundwater to surface water supply, and decrease water loss;
and,
Clarify the role and legal responsibilities of the government and private sector
for flood control.
Flood Control in DKI Jakarta and Catchment in JABODETABEK area
Control peak runoff into the rivers and drainages by providing multipurpose
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retarding basins and regulating ponds, and preservation of watersheds; and,

Rehabilitation of the rivers and drainages to increase drainage capacity.
(3) Issues and Measures
To achieve the goal of a better urban environment for a secure, clean, safe and smart life, it
is indispensable to reduce the risk of flood. DKI Jakarta has been hit by the large-scale
floods until now. The floods have damaged the urban function. To secure a normal function
as a capital city in DKI Jakarta, the measures to reduce flood damage are necessary. The
existing pumping capacity will be doubled in 2020 in DKI Jakarta as shown in Table
7.6.29.
Table 7.6.29 Target Effect Indicator for Flood Control
SECTOR
Flood
Management
System
TARGET
EFFECT
INDICATOR
(Narrative)
Capacity of
discharging flood
water to the sea
TARGET EFFECT
2010 (Base)
2020 (Target)
pumping
capacity of
60 m3/s
pumping
capacity of
126 m3/s
DESCRIPTION
Reduce the risk of flooding in line
with the Master Plan by PU/DKI
Jakarta. Polder and retention pond
are provided to secure pumping
capacity.
(4) Scenario in Selecting Fast Track and Priority Projects

The locations of the alternative macro- and micro-drainage systems in DKI Jakarta are
illustrated in Figure 7.6.22.
Figure 7.6.22 Location Map of Alternative Drainage Systems in DKI Jakarta
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The following conditions are assumed in the selection of Fast Track and Priority Projects:
The flood control structural measures (macro-drainage) in the JICA Master Plan
of 1997 is currently effective;
The interconnection of the Ciliwung River to the East Flood Canal (EFC)
through the Cipinang River, which is the key for the effectiveness of the EFC,
shall be completed before normalization of the middle stretch of the Ciliwung
River from Manggarai Water Gate to Kalibata Bridge;
The DKI Jakarta Urgent Flood Mitigation Project (JUFMP) will restore the
discharge capacity of the existing system to the original design stage. The
project is scheduled for implementation by DKI Jakarta Emergency Dredging
Initiative (JEDI) and for financing by the World Bank at the start of mid 2012;
The flood control measures, included in the DKI Jakarta Spatial Plan
(micro-drainage) and the Pola (policy plan) of Balai Besar Wilayah Sungai
Ciliwung Cisadane (macro-drainage), will be implemented first;
The flood inundation issues in DKI Jakarta will be resolved by the integration
of
flood-control
capabilities
of
the
major
rivers
(macro-drainage),
comprehensive management of the urban excess water and the sea dike system
along the north coast; and,
JABODETABEK MPA focuses on flood control in DKI Jakarta.
The JUFMP-JEDI project consists of two components: (i) Structural Measures such as
urgent dredging of selected waterways and retention basins, rehabilitation of embankment
and repair of pumping stations and trash racks identified, and construction of Confined
Disposal Facilities (CDFs) for dredged materials; and (ii) Non-Structural Measures such as
capacity building and project implementation support. The structural measures cover four
drains of national importance under the Directorate General of Human Settlements
(DGCK), four floodways under Directorate General of Water Resources (DGWR), five
major drains under DKI Jakarta, and five retention ponds (waduks) under DKI Jakarta.
The total solution plan for the Ciliwung River flood control covers:
Shortcut of the Ciliwung River along the stretch of Kota Baru and Kalibata,
Resettlement of illegal residents along the Ciliwung River and the WFC,
Construction of rental housing for the residents subject to resettlement,
Normalization of river channel of the Ciliwung River in the middle stretch from
the Manggarai water gate to the Kalibata bridge,
Additional water gates each for the Manggarai Gate and the Karet Water Gate,
Re-programming of the discharge capacity of the Ciliwung River,
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Increase of the height of the bridges interrupting the flood discharge crossing
the WFC and the Ciliwung River,
Revitalization of the in-situ dams, construction of filtration wells and, ditch
dams and reforestation in the middle and upstream portions of the Ciliwung
River, and
Tunnel diversion interconnection of the Ciliwung River to EFC through the
Cipinang River.
The total solution plan is being executed by Balai Besar Wilayah Sungai Ciliwung
Cisadane, Directorate of River and Coastal Area, the Ministry of Public Works except for
the interconnection of the Ciliwung River to EFC which was cancelled in November 2011.
(5) Fast Track and Potential Priority Projects Identified
The Study has identified the Fast Track and potential Priority Projects as illustrated in
Figure 7.6.23.
Sea Dyke Stage
3
Sea Dyke Stage

2
East Flood Canal
53
Cengkareng Drain
47
Cakung Drain
A6(1) Reconstruction of East Pump

Station at Pluit as FTP 8.1
Sea Dyke Stage

1
50
49
A6(2) Development of
Urban Drainage System
in DKI Jakarta
43
A6(3) Normalization of the

Rivers in JABODETABEK
51
54
52
Legend:
44
ExistingPolder
Planned
Polder
Existing
Polder
Planned
43
55 Planned Retention Pond
55
Existing Flood Canal

River
45
46 48
Source: The map of sea dike stage plan and polders in DKI Jakarta, and location of FTP and potential priority
projects according to the MPA Study Team.
Figure 7.6.23 Location Map of Fast Track and Potential Priority Projects
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To achieve the goal of a better urban environment for a secure, clean, safe, and smart life,
the Study has identified the fast track projects and potential priority projects for flood
control, which were categorized into two as shown in Table 7.6.30. The two categories are
urban excess water management (micro-drainage) and flood control of rivers
(macro-drainage). The fast track project is an urgent project in which construction works
should start in 2013. Potential priority project should be commissioned until 2020.
Table 7.6.30 List of Potential Priority Projects for Flood Control
Urban Excess Water Management (Micro-drainage)
- Development of Urban Drainage System in DKI Jakarta: potential priority project A6(2)
Flood Control (Macro-drainage)
- Reconstruction of East Pump Station at Pluit as FTP 8.1: first fast-track project
-Normalization of the Rivers in JABODETABEK: potential priority project A6(3),
Source: Balai Besar Wilayah Sungai Ciliwung-Cisadane
1) Project Features of Urban Excess Water Management (Micro-drainage)

This project aims to implement the key new polders and retention ponds listed in the
Spatial Plan of DKI Jakarta 2011-2030. The spatial plan is consistent with the Flood
Control and Drainage Master Plan of DKI Jakarta 2030.
The project is composed of the following components:
Key new polders and retention ponds selected from the lists in the Spatial Plan
2011;
New trunk drainage systems (open channel or tunnel) which discharges the
urban excess water in West and Central Jakarta to the Java Sea;
Replacement of the pumps in Melati Pump Station (12.88 m3/s);
Local retention ponds with pumps in the isolated business and commercial
areas which inadequately discharge excess water to the existing flood and
drainage canals; and,
Integrated management and operation system of the new and existing pumps
and gates which were established under PPP.
Each polder system planned by DKI Jakarta is composed of micro-drainage, sub-micro
drainage, macro-drainage, retention ponds (waduk), dikes and pump stations
depending on the site conditions. The new trunk drainage systems are alternatives to
the multi-purpose deep tunnel (for road, public utilities, water supply, waste water and
storm drainage) which is planned below WFC and the Ciliwung River with a design
discharge capacity of 250 m3/s. The multi-purpose deep tunnel was excluded from the
Spatial Plan 2011-2030 because the sea dike plan was included in the Spatial Plan in
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November 2011. Also, some functions of the tunnel overlap with those of the sea dike
plan. The sea dike plan is planned to be implemented in three stages in 2030.
The trunk drainage systems are planned as open channels. One trunk drainage system
aims to drain the excess water to the Java Sea from the areas of the Manggarai I Gate
to Pasar Ikan Gate by a new pump station at Pasar Ikan (35 m3/s) and by expanding the
existing Cideng River and connecting the drainages. The other drainage system aims to
drain the excess water to the Java Sea from the area of the Manggarai II Gate to
Marina Gate by a new pump station at Marina (70 m3/s) and by expanding the existing
Ciliwung River and connecting to the drainages. Replacement of Melati Pump Station
(12.88 m3/s) is also included. The two pump stations at Pasar Ikan and Marina are
planned by the Ministry of Public Works. The two pump stations would not be
necessary if the sea dike plan scheduled for Phase 2 will commerce in 2020 as planned
in the Spatial Plan of DKI. Reconstruction of Pluit East Pump Station is scheduled to
be implemented as a fast-track project. Reconstruction of Pluit Central Pump Station
(16.8 m3/s) and West Pump Station (18.0 m3/s) are also not necessary if the sea dike
plan scheduled for Phase 2 is operational in 2020.
The director of river and coastal of the Ministry of Public Works noted that the sea
dike plan might not be implemented as scheduled by DKI Jakarta because commitment
of external loans is generally delayed. Construction of Pasar Ikan Pump Station,
Marina Pump Station, Pluit Central Pump Station and Pluit West Pump Station will be
implemented as planned by the ministry.
The design flood with a 100-year return period for WFC will be attained if the
elevation of the existing bridges which confines the flood flow in WFC will be
increased.
The excess water stored inside the isolated retention ponds is to be discharged by
pumps to WFC or to the new trunk drainage system. Installation of each new gate for
Manggarai I (448 m3/s) and Karet Weir (423 m3/s) is on-going as planned in the total
solution plan for the Ciliwung River.
Ten percent of DKI Jakarta area will be required to be converted into retarding basins
or retention ponds but only 5% is estimated for possible conversion due to land use and
resettlement issues. Construction of underground retention ponds will be necessary in
the near future where construction of open retention ponds is difficult.
The integrated management and operation system aims to achieve the systematic and
optimum operation and maintenance of the new and existing drainage pumps and gates
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in the service area of WFC downstream Ciliwung River, and EFC as a group, which
are operated independently with their own respective information. This system is
equipped with a regional real-time information system of meteorology, hydrology and
river systems. It also aims to minimize the life cycle cost of the pumps and gates and
shares with the potential risks in the operation and maintenance of the facilities among
the public and private sectors.
A6(2)
Development of Urban Drainage System in DKI Jakarta
2) Project Features of Flood Control (Macro-drainage)

The flood in the north-western part of DKI Jakarta will not be mitigated without
operation of pump stations due to significant land subsidence in the area, where the
mean sea level is higher than the water level of the existing drainage system. To
secure normal functions of the capital, the flood inundation in DKI Jakarta should be
mitigated. The original discharge capacity will be restored by protecting inland
drainage area from intrusion of sea water.
The project for reconstruction of East Pump Station has already started, namely Pluit
Pump Station. Pluit Pump Station is an essential facility with a total drainage capacity
of 47.3 m3/s.
A6(1)
Reconstruction of East Pump Station at Pluit as FTP 8.1
Among the rivers flowing into JABODETABEK area, the Ciliwung River, which
traverses the center of the state capital, often causes flood damages during the rainy
season. Flood control is required to protect the business and economic center from
flood damages. Currently, the flood discharge from the Ciliwung River has been
partially diverted to the WFC through the Manggarai Water Gate. However, flood still
occurs in DKI Jakarta.
The project aims to mitigate flood in the central economic and business areas of DKI
Jakarta by normalizing the river channel through the widening of river channel, river
shortcut, and reconstruction of bridges.
The project is composed of the normalization of the channel of the Ciliwung River
stretching from Manggarai Gate to Kalibata Bridge with total length of 9.6 km. The
design flood of the section in the Ciliwung River is measured at 557 m3/s with a return
period of 100 years. The design cross-section of the normalization component is shown
in Figure 7.6.24.
A6(3)
Normalization of the Rivers in JABODETABEK
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WORKDESIGN
1MANGGARAITOCASABLANCABRIDGE
(P1toP59)L=4502,69M'
PA.MANGGARAI
P18
2CASABLANCABRIDGE TOMT.HARYONOBRIDGE
(P59toP111)L=2799,48M'
CASABLANCA
BRIDGE
P94
3MT.HARYONOBRIDGE TOKALIBATABRIDGE
(P111toP193)L=2202,96M'
PENGADEKAN
LOCATION
MT.HARYONO
BRIDGE
P192
KALIBATA
BRIDGE
Source: Balai Besar Wilaya Sungai Ciliwung Cisadane
Figure 7.6.24 Alignment of the Reform Component of the Ciliwung River
3) Options to Stop Land Subsidence

Alternative measures to control land subsidence due to excessive groundwater
pumping are:
Emergent rehabilitation of the existing sea wall,
Gradual reduction and discontinuance of the existing groundwater extraction
for the municipal water supply system from 2015 to 2030 (DKI Jakarta
Governor Regulation No.37/2009 and Regional Regulation No.17/2010) and
switching to the new surface water source,
Partial transfer of the existing irrigation water rights to the DKI Jakarta
municipal water,
Introduction of water recycling in industries,
Reduction of water losses, and
Construction of a new sea dike system.
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7.6.5 Electric Power Infrastructure

(1) Power Generation Strategy
1) System Capacity and Peak Demand of Java-Bali System
The peak demand of Java-Bali System is shown in Table 4.9.2. The ongoing and
planned generation capacity of Java-Bali System is shown in Table 4.9.6. Although the
development of power generation plants has not been progressing as planned due to
various reasons, the total figures of peak demand and schedule of new generations
were reviewed in PLN RUPTL 2011-2020. As a result, the system capacity of
Java-Bali System with new generation plants were incorporated and the peak demand
in Java-Bali System showed rational relationship as shown in Figure 7.6.26. Figure
7.6.25 also shows the relationship of the peak demand of JABODETABEK area with
Java-Bali Systems capacity and demand.
70,000 MW
SystemCapacity(RUPTL)
60,000
PeakDemand(JavaBali)
50,000
PeakDemand(JABODETABEK)
40,000
30,000
20,000
10,000
0
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
Source: PLN RUPTL 2011-2020 and JICA Study Team
Figure 7.6.25 System Capacity and Peak Demand in Java-Bali System
The Target Effect Indicator for Power Supply for JABODETABEK area is shown in
Table 7.6.31 on the basis of Figure 4.9.3 and Figure 4.9.4. In addition to secure reserve
margin, power supply capacity for JABODETABEK area will be enhanced with
growth of Java-Bali Power System capacity from 6,130 MW (2011) to 16,219 MW
(2020).
Table 7.6.31 Target Effect Indicator for Power Supply for JABODETABEK area
SECTOR
Electric
Power
Infrastruc
ture
TARGET
EFFECT
INDICATOR
(Narrative)
Secure reserve
margin for peak
demand
TARGET EFFECT
INDICATOR
(Quantitative)
2010(Base)
2020(Target)
More than
30%
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More than
30%
DESCRIPTION
Secure 30% of reserve margin
(Peak Demand/ System Capacity)
in Java-Bali System.
IN JABODETABEK AREA
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To meet the constantly growing power demand in Java-Bali System, the electric power
supply shall also be increased with a sufficient reserve margin for generation capacity.
PLN uses the loss of load probability (LOLP) criteria in power generation
development planning. In order to achieve the target of LOLP < 0.274 (i.e., one day
loss per year), PLN calculated the reserve margin of the system to be around 35% (at
least 30%) according to PLN RUPTL 2011-2020.
On the basis of the data in Figure 7.6.26, the reserve margin of the Java-Bali System is
shown in Figure 7.6.26. Although the system reserve margins computed for 2013, 2014
and 2015 show values less than 35%, the results still exceed 30%.
The above figures did not include the increase of system capacity (3,000 MW) of
Sumatra-Java HVDC interconnection scheduled to commence in 2016, which is
expected to contribute to the improvement of power supply conditions in Java-Bali
System.
50 %
40
30
20
Reservemargin(RUPTLl)
10
Criteria (PLNstandard)
0
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
Source: PLN RUPTL 2011-2020 and JICA Study Team
Figure 7.6.26 Reserve Margin of Java-Bali System
2) Primary Energy Mix Strategy

The GOI and PLN plan to develop power generation plants through the use of various
energy sources, (i.e. Coal, Fuel Oil, Natural Gas, Hydro power, Geothermal energy
etc.) as shown in Figure 7.6.27.
300,000 GWh
Geothermal
250,000
PumpedStorage
200,000
Hydro
Coal
150,000
LNG
100,000
Gas
50,000
MFO
HSD
0
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
Source: PLN RUPTL 2011-2020
Figure 7.6.27 Composition of Power Production by Type of Fuel, Java-Bali System (GWh)
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The energy policy of GOI is to decrease the ratio of fuel oil and increase the ratio of
renewable energies like geothermal energy or clean energies which emit less
greenhouse gases (GHGs) like natural gas. The target ratio of primary energy to be
used for electric power generation in 2020 is shown in Table 7.6.32. Results showed
that coal-based power plants will increase, exceeding more than half of the total
primary energy to meet the rapidly growing electric power demand.
Table 7.6.32 The Target of Primary Energy Ratio for Power Generation (Electricity base:%)
Year
Oil (BBM)
Coal (Batubara)
Natural Gas
Hydro
Geothermal
2011
21.6
50.2
17.3
6.0
4.9
2020
0.8
64.2
16.8
5.8
12.4
The primary energy mix shall be decided based on the following economical,
technological and environmental aspects:
a) High oil prices, vulnerability to international oil market price fluctuations
PLN and other electricity producers plan to drastically decrease the ratio of` fuel
oil in the long-term due to high market prices. But the use of Natural Gas (NG) as
an oil substitute cannot be sufficiently secured due to the decrease in available
volume of NG and delay of supply by NG distributor. The natural gas reserve in
Indonesia is quite large, but the natural gas supply for power generation is
constrained by the presence of long-term contracts with overseas buyers and
competition from industrial users of gas such as the fertilizer industry and other
petrochemical industries.
One of the measures to overcome the shortage of NG is mainly through the
Gas-fired Combined Cycle Power Plants in JABODETABEK MPA is under the
operation of the Floating Storage of Regasification Unit (FSRU), which is
scheduled to start in early 2012 in Jakarta Bay.
b) Clean Coal Technology (CCT)
The proportion of coal-fired plants is high due to the availability of abundant
volume of coal mined in Indonesia and the staggered development of power plants
using other sources of fuel/energy. Low quality (calorie) coal is used for domestic
power generation, while higher quality coal is used for export.
The recent trend of PLTU Coal-fired Power Plant is the Ultra-Super Critical (USC)
Pressure Steam technology which achieves 7% or 8% higher thermal efficiency
with low quality coal firing than Conventional Steam Pressure Plant as shown in
Table 7.6.33.
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This CCT contributes to global sustainability by reducing the emission of Green

House Gas (GHG). The first large scale coal-fired IPP base power plants utilizing
USC technology were contracted with PLN by a Japanese Consortium in 2011.
Table 7.6.33 Comparison of Conventional-type and USC-type Coal fired Power Plant
Conventional (Sub-Critical)
USC (Ultra Super Critical) Steam
Type
Pressure Steam
Pressure
Temperature (C)
450 - 566
530 - 620
Pressure (bar)
Less than 160
Around 250
Efficiency (%)
38 - 40
45 - 48
Carbon emission
4% lower than SC
D1 (1) Development of Central Java Coal-fired Power Plant as FTP 9.6

D1 (2) Construction of Indramayu Coal-fired Power Plant as FTP 9.2
D1 (3) Development of Banten Coal-fired Power Plant as FTP 9.3
D1 (4) Development of Gas-fired Power Plant and FSRU (Floating Storage
Regasification Unit) as FTP 9.4
D1 (8) Development of West Java Coal-fired Power Plant with Clean Coal
Technology
3) Geothermal Power Plants
Indonesia has the highest geothermal potential in the world. The potential was
estimated to be more than 27,000 MW for electric power generation. GOI targeted to
develop a 9,500 MW geothermal power plant in 2025: however, only 1,189 MW was
installed as of 2010 according to Handbook of energy and economic statistic of
Indonesia 2010 by the Ministry of Energy and Mineral Resources (MEMR).
Fast Track Program Stage 2 (FTP2) includes 21 geothermal power plants under IPP
scheme as shown in Table 7.6.34. Geothermal generation has the largest share at 57.5%,
all by IPP scheme.
PLN
IPP
Total
Table 7.6.34 Overall Capacity Planned under Fast Track Project Stage 2
to be Developed in Java-Bali by PLN and IPP Scheme
Coal
Natural Gas
Hydro
Geothermal
(Batubara)
Total
PLTU
PLTGU
PLTA
PLTP
1,000
1,000
400
47
1,955
2,402
1,400
47
1,955
3,402
(41.1%)
(1.4%)
(57.5%)
(100%)
Source: RUPTL 2011-2020
PLN aims to accelerate the development of power plants by itself and through
cooperation with IPPs from whom PLN will purchase electric power.
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Various presidential and ministerial regulations were issued and these regulations
stipulate that:
a) The capacity and location of the power plants will be regulated by MEMR;
b) The government shall guarantee the business feasibility of PLN in accordance with
the laws and provisions to be regulated by the Ministry of Finance (MOF); and
c) Power plants will benefit from MOF regulated import duty exemptions and other
facilities.
Private sector involvement would typically involve a joint operating contract with PT.
Pertamina Geothermal Energy (PGE) in exploitation of geothermal resources and in
energy sales contract with PLN.
A long standing issue for private investment in geothermal power projects in Indonesia
has been the high capital cost of producing geothermal power combined with the low
tariff paid by PLN.
Although geothermal generation has relatively low operating costs, the costs of
servicing interest and principal repayments for the debt become a major expense.
D1 (7) Other Renewable and Low-Carbon Emission Power Projects connecting to
Java-Bali-Sumatra Power Network
(2) Renewable Energy Strategy

The potential of biomass was reported 49,810 MW, wind power also to be 9,290 MW and
other alternative energies such as micro hydro, solar, and marine are also available
according to RUPTL 2011-2020. The volume of potential and current utilization of
renewable energy in Indonesia can be seen in Table 7.6.35 by RUPTL 2011-2020. The
constraints encountered in developing geothermal power plants and hydropower were the
difficulty in obtaining investment funding and the fact that a large number of potential
geothermal power plants and hydropower plants are located in protected forests and even
conservation forests.
Table 7.6.35 Potential and Current Utilization of Renewable Energy in Indonesia
Developed
Type of Energy
Unit
Potential
Developed
Ratio %
Micro Hydro
MWe
500
86.1
17.22
Biomass
MWe
49,810
445.0
0.89
Solar Power
kWh/m2/day
4.80
12.1
Wind Power
MWe
9,290
1.1
0.01
Marine Power
GWe
240
1.1
0.01
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D1 (5) Development of Rajamandala Hydroelectric Power Plant as FTP 9.5
(3) Transmission and Distribution System Development Strategy

Table 7.6.36 shows the length of transmission lines in Java-Bali Systems which transmit
electricity from power generation plants to the distribution substations. These include the
second 500 kV northern route transmission line to meet the capacity necessary for
transmitting electric power from the large scale coal-fired power plants located in Tanjung
Jati, Batang, Cirebon and Indramayu etc. to the substations in JABODETABEK MPA.
The construction schedule of the 500 kV transmission lines with necessary substations
shall meet the commencement schedule of commercial operation of these power plants.
PLN plans to construct the second 500 kV northern transmission line, which divided into
four sections based on the PLN RUPTL2011-2020, in accordance with the commencement
of commercial operation of each, as follows:
1) Inside DKI Jakarta System, the construction is currently in progress for the short and
medium terms. As for the long term, PLN plans to build a 500 kV ring inside DKI
Jakarta finally in 2018.
2) Tanjung Jati-Ungaran(Central Java) in 2013.
3) Ungaran-Mandirancan-Indramayu:
Mandiracan-Indramayu in 2017
Ungaran-Mandiracan in 2016 and
4) Indramayu- Jakarta (Cibatu) in 2017

The preparatory study for Section 3) and 4) were prepared by JICA
The 500 kV DC transmission line interconnects South Sumatra and Java, including the
submarine cable passing through the Sunda Strait.
PLN applied the criteria N-1 (one line among N number of lines is stand-by) for
transmission lines higher than 20 kV.
Table 7.6.36 Planned Length of Transmission Lines in Java-Bali 2011-2020 (Unit: km)
Line
2011 2012 2013 2014 2015 2016 2017 2018 2019
2020
Total
Voltage
500 kV AC
82
172
374
12
459
738
538
20
40
40
2,496
500 kV DC
300
300
150 kV AC
1,509 1,950
657 1,562 1,593
490
174
342
210
106
8,593
75 kV AC
110
100
210
Total 1,591 2,232 1,031 1,674 2,052 1,528
712
362
250
146 11,578
Table 7.6.37 shows the planned capacity of the transformers and substations in the
Java-Bali System to meet the increasing demand and supply of electric power. PLN plans a
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70% loading rate in substations with two transformers and 60% in substations with three
transformers.
Table 7.6.37 Planned
Transformer 2011
500/150 kV
8,660
150/70 kV
150/20 kV
7,916
70/20 kV
440
Total 17,016
Capacity of Transformers and Substations in Java-Bali 2011-2020 (Unit: MVA)

2012
2013 2014 2015 2016 2017 2018 2019 2020
Total
1,830 5,000 2,000 4,000 5,500 3,500
500 1,500 1,000 33,490
7,710
120
9,660
1,560
80
6,640
3,900
60
5,960
2,850
6,850
3,990
30
9,520
2,970
30
6,500
3,630
90
4,220
3,300
180
4,980
3,510
60
4,570
41,336
1,090
75,916
The 500 kV lines in JABODETABEK MPA, as mentioned in Section 4.9.4, show the
critical phenomenon of Distribution System Voltage Drop. To remedy this voltage drop,
various countermeasures will be considered including the enhancement of 500 kV
transmission lines, compensation of reactive power and correction of power flow balance
between northern and southern lines etc.
D1 (6) Construction of Java-Sumatra Interconnection Transmission Line as FTP
9.1
D2 (2) Improvement of JABODETABEK Power Supply Quality
(4) Demand Side Management (DSM) Strategy

As mentioned in 4.9.6, the importance of DSM with an increasing awareness of energy
conservation in this country shuld can never be ignored. A nationallevel promotional
campaign is essentially needed to save the development of new power generating plants.
Several international institutions are assisting in energy conservation like:
1) JICA executed a promotional survey of energy conservation in 2007-2009 and
proposed the three approaches of Energy Management Advisory System, Labelling
System for Electrical Appliances and Demand Side Management
2) Asian Development Bank(ADB) also encourages the following points to be considered
in the Road Map for Java-Bali Electricity Distribution Performance Improvement
Project :
a) Promote efficient lighting in all areas -use of Compact Fluorescent Lamps (CFLs)
for all residential customer;
b) Develop appliances and equipment labeling and minimum energy performance
standards ;
c) Make buildings more energy efficient for better lighting and heat management ;
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d) Make power generation and distribution improve energy transformation losses ;

e) Facilitate financing of energy efficiency investment - funding and other financial
package for small and medium-sized enterprises, etc.; and
f) Raise energy efficiency awareness by product labelling to customers and education
and training plan for energy managers in industries.
(5) Risk Management
PT. PLN formed a Risk Management Division which is responsible for monitoring and
evaluating risk management, recommending necessary risk mitigation measures, and
reporting periodically to the Board of Directors. It is crucial to manage and mitigate the
various risks to the lowest acceptable residual level.
PLN RUPTL 2011-2020 identifies the following risks:
1) Risk in Power Development
a) Delay in PLN project - license approval, development funding, construction, cost
over-run, mistake in design, safety, performance, social and environment;
b) Delay in IPP including geothermal power plant similar to PLN projects; and
c) Risk in power demand - error in demand forecast (including economic growth).
2) Financial Risk- Risk in liquidity including cash flow, subsidy reception, fund
liquidation, investment loans, and liquid assets.
3) Operational Risk:
a) Production and operational risk like shortage/ scarcity of primary energy,
smoothness of equipment operation, damage to equipment / facilities operations,
leakage of confidential corporate information, and human error;
b) Risk of disaster either natural or man-made (like sabotage);
c) Risk of environment like demand of the community in power transmission due to
health influence, waste, and noise pollution;
d) Risk of regulation, law, tariff, subsidy certainty, and change order;
These risks will be evaluated according to the level of risk, which is the product of
probability of occurence and the magnitude of its influence. Then the appropriate
mitigation activities will be taken.
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7.7 RISKS AND CONSIDERATIONS

7.7.1. Financial Aspects
Chapter 8 of this report indicates that many MPA Projects (Potential Priority and Fast Track
Projects) will be financed by private entities. In fact, GOI has serious budgetary constraints and
could not be able to finance all MPA Projects. In order to fulfill the gap between necessary
investment amount and the governments affordable fund, effectively, mobilization of private
funds is indispensable. For that purpose, it is important that GOI secure sound investment
environment and properly address the risks which private entities cannot manage by their own
efforts.
Based on this recognition, this section tries to assess the appropriateness of the current
investment regulatory framework, identify significant projects risks, and figure out the measures
to encounter these risks. At the end of this section, necessary actions by the GOI, in terms of
private investment mobilizations are summarized.
(1) Regulatory Framework
The Study Team recognizes that GOI has already established basic legal and regulatory
frameworks for private investment. Especially, it is well-known that GOI has been
elaborating to build a framework to accelerate PPP projects. The following are key the key
laws and regulations regarding infrastructure investment projects:
Law No. 25 of 2007 on Capital Investment

This law stipulates the basic framework for the private investment in infrastructure.
Presidential Regulation No.67/2005 concerning the cooperation between the

Government and Business Entities in the Provision of Infrastructure
This regulation stipulates the basic framework for PPP projects to be procured by line
Ministries, State-Owned Enterprises, and Local Governments.
Presidential Regulation No.13/2010 on amendment to Presidential Regulation

No.67/2005 concerning the cooperation between the Government and the Business
Entities in the provision of infrastructure
This regulation is the first amendment to the Presidential Regulation No.67/2005
Presidential Regulation No. 56/2011 concerning second amendment to Presidential

Regulation No.67/2005 concerning the cooperation between the Government and the
Business Entities in the provision of infrastructure
This regulation is the second amendment to the Presidential Regulation No.67/2005
Regulation of the Head of BAPPENAS No.4/2010 concerning general guide to the

implementation of cooperation with the Government in the provision of infrastructure
business entity
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This regulation stipulates basic procedures for PPP projects procurement by the public
contracting agencies.
Presidential Regulation No. 78/2010 on infrastructure guarantee under PPP schemes

provided by the Infrastructure Guarantee Company
This regulation stipulates the basis of Indonesia Infrastructure Guarantee Funds (IIGF),
which provides project guarantees against contracting authorities defaults.
These law and regulations have already been implemented and in that sense, the basic
investment frameworks are present. However, in spite of these efforts, the number of PPP
projects has not been dramatically improved. The Study Team has conducted interview
with key government officers and private investors regarding the causes and backgrounds,
and identified that the following institutional issues need to be properly addressed in order
to further accelerate PPP projects:
1) Land Acquisition
Land acquisition process is often delayed and undermines the smooth implementation
of projects. Although the amendment of Law on Land Acquisition was approved in the
Parliament in 2011, it has not been enacted as of June 2012. Also, if the contents of the
law is examined, it dose not necessarily accelerate the project because the new law
stipulated more complicated court procedures. The Presidential Regulation on PPP
mentions that the project process shall start after the implementation of land
acquisition.
However, it does not directly deal on how to speed up the land
acquisition process. Without drastically change on the law and the procedures, it is
anticipated that investors cannot take an active positive participation in infrastructure
investments.
2) Viability Gap Funding
The current financial laws do not allow the government to provide cash grant or
subsidy (this is often called as Viability Gap Funding or VGF to private entities. It
is common in foreign countries, that government provides VGF to private entities to
secure financial viability of projects. Since this is not allowed in Indonesia, GOI has to
take an approach to provide physical supports, this means that some parts of the
project facilities will be constructed by the government. However, this makes the
project more complicated and increases the risk of quality and schedule control. It also
makes the risk sharing between the public and private sectors ambiguous. It is
desirable that GOI will revise the existing laws to allow provision of VGF to private
entities.
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3) Budgeting for PPP-specific Feasibility Study by contracting agencies

In order to create sufficient interests and boost the confidence of investors to invest in
projects, it is important that a project is well-planned and thoroughly studied. It means
the contracting agencies, such as line ministries and local governments need to conduct
a detailed feasibility study (F/S) which is specific PPP. It will be the basis for investors
to consider whether they will participate in the project or not. However, it is often the
case that sufficient studies are not conducted due to lack of budget. Therefore, it is
important to establish a system and procedure to provide budget for PPP-specific F/S
to be conducted by contracting agencies. Procedures of existing PDF (Project
Development Facilities) shall also be reviewed if necessary.
In addition to the above items, it is also necessary to create laws and regulations distinctive
to
the
existing
laws
while
the
deregulation
of
existing
laws,
such
as
conditions/requirements of urban development, asset ownership, infrastructure investments,

and tax duties, is desired. For example, in a new law or regulation on urban development
and new administrative area, it is desirable to develop a legal framework which provides a
basis of development and secures the rights and benefits of investors. It might also be
necessary to build a system which provides incentives to investors (e.g. Corporate Tax,
Custom Duty, and Asset Tax). In order to achieve smooth and rational developments,
deregulations are also necessary regarding conditions/requirements of urban development,
asset ownership, infrastructure investments, and tax duties.
(2) Major Risks and Countermeasures
There are various risks associated with a project. Some risks are common in many projects
while other risks are specific to a project. However, in either case, it is necessary that
appropriate risk sharing between the public and private sector shall be made and the risks
which should be borne by the public are appropriately addressed.
The Study Team has identified major risks which can give significant impact to the project
and where private investors have no control. The characteristics of the risks and
countermeasures are summarized as follows:
1) Inter-Ministerial Coordination Risk
There are many ministries related with MPA projects. Although meetings of steering
committee and technical committee were held several times, there is a possibility that
the results of the discussion in the meeting were not properly reflected in the plans of
each ministry and local governments. For example, all Fast Track Projects and Priority
Project, which require public commitment, should be properly addressed in the
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ministries development plan. In fact, some of the projects were not mentioned in the
ministries development plan at all. Also, if the projects are to be implemented by PPP,
it should be listed in the PPP Book developed by BAPPENAS. Without this kind of
inter-ministerial coordination, a project might not be successfully realized. It is
expected that Coordinating Ministry of Economic Affairs (CMEA) takes leadership in
this role and conducts appropriate coordination among ministries concerned.
2) Demand Risk
The risk sharing on project demand differs in every case. For power plant projects,
where off-take contracts are closed, the risks are shouldered by the government. On the
other hand, in many transportation projects, such as toll road projects, the risks are on
the private sides. However, in either case, detailed demand risk assessment should be
conducted by the government during the study stage. For example, even in
transportation projects, it is necessary that contracting agencies collect basic data, such
as O-D data and current traffic volume, to be able to make an estimation of the project
demand. This study should also be shared to private entities as a basis to conduct their
own project demand projection. It seems that this detailed demand analysis is not being
done by the contracting agencies which make it a hindrance for private entities to make
an investment decision. To avoid this situation, it is necessary to allocate budget for
the detailed demand forecast study and provide the result to potential investors.
3) Construction Delay Risk (Land Acquisition and Permits)
As mentioned above, delay of land acquisition often hinders smooth implementation of
projects. Also, it was pointed out that issuance of permits by related agencies, (e.g.,
Ministry of Forestry) is often delayed. Delay of construction gives serious impact to
the project since it will require review of the financial plan, including borrowing
arrangements with financial institution. In terms of land acquisition, it is definitely
necessary to amend the existing laws and regulations to allow contracting agencies to
speed up the process. Also, it is important to establish an incentive system for local
governments, which actually conduct negotiation with land owners and residents on
project sites. In terms of permits, closer coordination with related ministries shall be
taken during the study and procurement (bidding) stages. It seems that the
communication and coordination between contracting agencies and permission-issuing
agencies are not considered well in these stages. Thus, it is necessary to review the
permit procedure and also to establish a process which enables proper communication
and coordination between contracting agencies and permission-issuing agencies during
the planning and procurement stages.
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4) Inter-Project Schedule Coordination Risks

Many MPA projects are related with other in terms of functions and schedules. For
example, construction of access road is required for new seaport and airport. Also,
many MPA projects are related with Non-MPA project. The typical example is the
improvement of road networks. Some projects are under the control of a single
ministry but many projects are under the control of several ministries. In order to
successfully implement these inter-related projects, proper coordination and
synchronization shall be taken among related projects. Without appropriate
coordination, there is a possibility that the project can not realize its expected functions,
due to delay of related projects. It will surely give a serious negative impact on the
financial plan of the investors. Therefore, it is desirable that a Stakeholders
Committee, where all stakeholders gather, discuss, and make necessary arrangements,
be organized in key projects.
5) Contracting Agencys Default Risk
There are possibilities that contracting agencies cannot fulfill their obligations which
are stipulated in their agreements with the private entities. These may include, securing
land, getting/issuing permits, constructing some project facilities, and providing
services and other benefits. If default happens, appropriate measures toward private
investors shall be taken. At present, Indonesia Infrastructure Guarantee Fund (IIGF)
provides a guarantee in cases of government default. It is expected that application of
IIGFs facilities will be expanded to various projects. However, it is also true that
coverage of IIGFs guarantee facility is limited and not all of projects adopt IIGFs
facility. In order to improve this guarantee function, firstly, it is necessary to
strengthen IIGF in terms of its coverage area and human resources. At the same time,
capacity development of public officers applying for IIGF is necessary, since
necessary conditions and requirements need to be fulfilled to acquire the guarantee.
On the other hand, it is also necessary to consider measures to secure the
implementation of contract other than by IIGF, since its application is still limited.
There are many other risks which should be borne and properly addressed by the
government. However, the risks mentioned above are typical and the most important risks
for which GOI must take immediate actions. It is reported that as of April 2012, KP3EI
(Komite Percepatan dan Perluasan Pembangunan Ekonomi Indonesia) is holding a series
of meetings regarding debottlenecking of infrastructure projects. It is important to
monitor the progress of discussion, understand the concrete measures and actions for
debottlenecking, and gives feedback from MPA side if necessary.
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(3) Actions Required for GOI

The following are the summary of discussion in this section regarding the actions required
for GOI in terms of risk mitigation and acceleration of investment for MPA projects;
Laws and regulations regarding land acquisition shall be reviewed and amended to
speed up the land acquisition process.
A government facility which provides VGF (direct grants to private entities) shall be
established.
Procedures for PPP F/S shall be formalized and access to budget for line Ministries
and Local Governments to conduct PPP F/S shall be secured. The detailed demand
forecast study shall be included in PPP F/S.
Appropriate Inter-Ministerial coordination shall be taken through the initiative of

CMEA.
It is necessary to review the permit procedure and also to establish a process which
enables proper communication and coordination between contracting agencies and
permission-issuing agencies during the planning and procurement stages.
Stakeholders Committee, where all stakeholders gather, discuss and make necessary
arrangements, shall be organized for key projects.
Measures to secure implementation of contract obligation by contracting agencies

shall be strengthened, including expansion of IIGFs functions.
7.7.2 Social and National Environmental Aspects

Law No. 32/2009 on Environmental Protection and Management enacted in October 2009 is the
revised version of Law No. 23/1997 concerning Environmental Management enacted in 1997.
This revised law stipulates that environmentally sustainable growth be pursued through
compilation of an environmental plan and through reinforced reasonable use, development,
maintenance, recovery, monitoring, and management of the environment. And it is characterized
by a strong advocacy on transparency, wider participation, accountability, and fairness in
environmental protection and management.
Further, the revised law provides that environmental assessment (AMDAL) be implemented for
any business project or activity potentially having material impact on the environment. It also
requires the implementation of an environmental management initiative (Upaya Pengelolaan
Lingkungan/UKLand an environmental monitoring initiative (Upaya Pemantauan Lingkungan
/UPL) for any business project or activity potentially having little impact on the environment.
The following Table 7.7.1 shows the laws and regulations relevant to AMDAL.
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Table 7.7.1 Laws, Regulations and Decrees regarding AMDAL

No.
Outline
Category
Law
No.32/2009
Government
Regulation
No.27/1999
State Minister
Environment
Decree
of
No.11/2006
No.08/2006
No.45/2005
No.05/2008
No.2/2000
No.13/2010
Environmental
Impact Management
Agency(BAPEDAL
) Decree
Governor of DKI
Jakarta Decree
No.299/11/1996
No.124/1997
No.08/2000
Environmental protection and management

No.23/1997)
Process for the conduct of AMDAL
(Amendment to No.51/1993)
(Amendment
to
List of specific business/activities that require an AMDAL

Guidelines for AMDAL preparation
Guidelines on the environmental management plan(RKL) and
environmental monitoring plan(RPL)
AMDAL committee
Guidelines for AMDAL evaluation
Guidelines on UPL and UKL
Technical guidelines on social assessment in AMDAL
Guidelines on public health assessment in AMDAL
Public involvement and information transparency in AMDAL
No.2863/2001
Classification of business and/or activity requiring an environmental

impact assessment in DKI Jakarta Province
No.99/2002
Mechanism for implementing analysis on AMDAL and UPL
Source: Formulated by MPA Study Team based on various materials
The AMDAL documentation consists of five documents, namely: ANDAL Terms of Reference
(KA), Environmental Impact Assessment (ANDAL), Environmental Management Plan (RKL),
Environmental Monitoring Plan (RPL), and the Executive Summary (Table 7.7.2).
Table 7.7.2 Required Documents for AMDAL
Content
Document
ANDAL Terms
Reference (KA)
of
Environmental Impact
Assessment
(ANDAL)
Environmental
Management
Plan
(RKL)
Environmental
Monitoring
Plan
(RPL)
Executive Summary
Framework for the implementation of the study. The description of KA includes

background of proposed project, purpose and significance of the study to be
implemented, scope of the study, methodology of the study, budget and schedule of the
study, reference, profile of the study team, and related attached materials.
Detailed information regarding the background and legal evidence of the proposed
project, purpose and significance of the proposed project and study, methodology of the
study as to geography, chemistry, biology, social economy, social culture, and public
health, baseline of the environment, prediction of significant impact on environment, and
assessment on the significance of impact, etc. Reference and related attached materials
are also included in ANDAL. In the event that volume of the attached material is too
large, to set separate volume is available.
Outline of the methodology, place and period regarding countermeasure and management
of the significant impact to the environment recognized and assessed by ANDAL.
Outline of content, place and frequency for the monitoring targeted for the evaluation of
effectiveness of management plan described by RKL.
Overview of significant impact on environment predicted and evaluated by ANDAL and

management and monitoring plan shown in RKL and RPL.
Source: Formulated by MPA Study Team based on Head of BAPEDAL Decree No.9/2000
The types and sizes of business projects that require the implementation of AMDAL based on
State Minister of Environment Decree No.11/2006 are enumerated below.
A.
Activities Likely to have Impacts on the Environment
Shown in Table 7.7.3 are the types and sizes of business projects that require the
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implementation of AMDAL listed in accordance with the classification of the Attached

Materials I of the State Minister of Environment Decree No.11/2006. The list shall be revised
once every five years (Article 8).
Table 7.7.3 Type of Business and/or Activity Requiring AMDAL
Type of Business and/or Activity
a.
Defence Sector
b.
Agriculture Sector
c.
Fisheries Sector
d.
Forestry Sector
e.
Transportation Sector
f.
Satellite Technology Sector
g.
Industrial Sector
h.
Public Works Sector
i.
Energy and Mineral Resources Sector
j.
Tourism Sector
K,
Nuclear Development Sector
l.
Hazardous Waste Management Sector
m.
Generic Engineering Sector
Source: Formulated by MPA Study Team based on the State Minister of Environment Decree No.11/2006
Attached Materials I
It is with the provision that in case the project met the conditions listed below, it shall be
excluded from the list (Article 7).
a. When it is proven that the impacts on the environment from such activities can be dealt
with according to the scientific and technical assessment; and
b. When no impact on the environment is expected from the actual activities.
B. When the activities, though not falling under A. above, are to be carried out in sites adjacent
to any areas as shown in Table 7.7.4 .
Table 7.7.4 List of Protection Areas
Protection Areas
a.
b.
c.
Protection forest area

Peat area
Aquifer area
d.
e.
f.
g.
h.
Coastline
River bank
Area around lake/dam
Area around spring water
Nature reserve area(comprising of natural reserve, wildlife reserve,
recreation forest, germplasm protection area and wildlife evacuation area)
i. Marine nature reserve and other water area
j. Mangrove forest in coastal area
k. National Park
l. Grand Forest Park
m. Nature Recreational Park
Source: Formulated by MPA Study Team based on State Minister of Environment Decree No.11/2006
Attached materials II
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C. These are cases where the project activities, though they are smaller in scale than those
falling under A above, are considered to have large impact on the natural environment in
light of the nature and scale of the project and the natural environment surrounding the
project site and where the Governor of the Prefecture, the mayor of the city concerned or
the Governor of the Special Province of Jakarta considers that AMDAL is necessary.
D. These are cases where the project activities, though not falling under none of A. above, but
included in STEP 1-5 screening process stipulated in Attached Materials III of State
Minister of Environment Decree No.11/2006, have received from other concerned
Ministries demand for the implementation of AMDAL and the State Minister of
Environment has also considered that such implementation of AMDAL is necessary.
Category
STEP 1
STEP 2
Table 7.7.5 Screening Criteria of Type of Business and/or Activity

Items to be Implemented
Remarks
Screening on the project site
Screening on the project activities
In the event that the

response is YES, it is
likely that the preparation
of AMDAL is required.
STEP 3
As regards Yes items in STEP1 and STEP 2, the assessment of

whether or not there may be major impacts on the natural environment
shall be made in the light of the following points;
a. The number of people to be impacted
b. The area to be impacted
c. The length of period where the natural environment is to be
impacted and the intensity of such impacts
d. Other environmental factors to be impacted
e. Cumulative impacts
f. Reversibility and irreversibility
STEP 4
Investigation on whether or not similar project activities have caused the
following phenomenon during the past decade shall be carried out;
a. There have always been similar adverse impacts.
b. There are no technology and means available by which the
adverse impacts likely to be caused by the project activities
can be alleviated.
STEP 5
In the event that it falls under STEP 4, AMDAL becomes necessary.
Source: Formulated by MPA Study Team based on State Minister of Environment Decree No.11/2006 Attached
Materials III
The land in Indonesia has been administered based on the Basic Law of Land (Law No.5/1960
concerning Basic Agrarian Law) enacted in 1960 by the central government. In January 2012,
Law No.2/2012 on Land Acquisition for Development for Public Interest was enacted. This law
was re-promulgated as Revised Presidential Decree No.65/2006 Land Procurement for the
Implementation of the Development for Public Interest that regulates the land acquisition in the
development project for public purpose, which has much more compelling force. The following
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Table 7.7.6 shows the laws related to land acquisition in Indonesia.

Category
Laws
Table 7.7.6 Laws and Regulations regarding Land Acquisition

No.
Outline
No.5/1960
No.51/1960
No.20/1961
No.26/2007
Government
Regulations
No.2/2012
No.24/1997
No.10/2011
Basic agrarian law

Prohibition to use land without permission from the rightful party or the
proxy
Revocation of land rights and the objects thereon
Concerning spatial management
(Amendment to Law No.24/1992)
Land acquisition for development for public interest
Land registration
Procedure for foreign loan procurement and grant acceptance
(Amendment to Government Regulation No.2/2006)
Guidelines to resolve problems of customary rights of common property
(ULAYAT RIGHTS) of customary law community (ADAT-LAW
COMMUNITY)
Guidelines for land acquisition for public interest
State Minister of No.5/1999

Agrarian
Affairs
Decree
Head of National No.3/2007
Land Agency Decree
Source: Formulated by MPA Study Team based on various materials
The applicable projects regulated in Law No.2/2012 on Land Acquisition for Development for
Public Interest are classified into 18 types as follows:
Table 7.7.7 List of Development for Public Interest
Development for Public Interest
a.
b.
c.
d.
e.
f.
g.
h.
i.
j.
k.
l.
m.
n.
o.
p.
q.
r.
Source:
National Defence and Security

Public Road, Toll Road, Tunnel, Railroad, Railway station and Railway operation facilities
Reservoir, Dam, Weir, Irrigation, Drinking water channel, Water drainage and Sanitation, and other water
infrastructures
Seaport, Airport and bus terminal
Oil, Gas and Geothermal infrastructures
Electric generator, Transmission, Relay station, Network and distribution
Governments telecommunication and informatics network
Place for waste disposal and treatment
Government/Regional Government hospital
Public safety facilities
Government/Regional Government public cemetery park
Social facilities, Public facilities and Public green open space
Nature reserves and Cultural reserves
Government/Regional Government/Village offices
Urban slums area structuring and /or land consultation, and Housing for low income society with lease
status
Government/Regional Government education infrastructures or Schools
Government/Regional Government sport infrastructures
Public market and public parking area
Formulated by MPA Study Team based on Law No.2/2012 on Land Acquisition for Development for Public
Interest
Land acquisition for Public Interest is obligated to be organized by the Central Government.
Further, the land is owned by the Central or Regional Government or State Owned Enterprise.
Land acquisition is conducted based on Spatial Zoning Plan, National/Regional Development
Plan, and Working Plan of every institution requiring land.
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The procedures defined in this law are shown in the following description.
A. Planning
The institution requiring land makes a plan concerning the land acquisition for public interest in
accordance with the provisions of regulations of law and based on Spatial Zoning Plan,
development priorities stated in the Medium Term Development Plan, Strategic Plan, and
Government Working Plan of the concerned institution. The plan is then prepared in a document
of planning and this document is subsequently submitted to the Provincial Government.
B. Preparation
In this step, the institution requiring land, together with the Provincial Government, announce
the development plan to the community and conduct initial data collection. This data is then
used for public consultation in order to achieve agreement on the location for development.
Request for location determination is proposed to the Governor based on this agreement and the
Governor determines the location. If after 60 working days of public consultation there are
parties that object to the development location plan, the public consultation is repeated with the
objecting parties for 30 working days. If there is still objection, the Governor establishes a team
to make inventory and clarification on the issues of objection, and make a recommendation,
which is then issued in a letter of acceptance or rejection of objection by the Governor. If the
objection is accepted, the Governor notifies the Institution requiring land to propose another
location and if the objection is rejected, the Governor determines the development location. If
there is objection to this decision, the objecting parties may file claim to the State
Administrative Court, which will give decision within 30 working days. If there is still objection,
the objecting party may file petition for appeal to the Supreme Court, which will give decision
on the continuation or discontinuation of the land acquisition process.
C. Implementation
The institution requiring land proposes land acquisition implementation to land institution based
on the determination of the development location.
This step includes:
Inventory and identification of land control, ownership, use, and utilization. Inventory and
identification are prepared in order to determine the entitled parties for compensation
delivery.
Compensation appraisal. Appraisal is conducted by the appraiser, who is determined by the
land institution to appraise the objects of land acquisition.
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Discussion for Compensation Delivery. This discussion is conducted in order to achieve an

agreement on the form and/or amount of compensation based on the result of the appraisal. In
the event agreement is not achieved, the entitled parties may file objection to the local district
court and if there is still objection to the decision of the district court, the objecting party may
file petition for appeal to the Supreme Court, whose decision is used as the basis for
compensation delivery.
Compensation Delivery. The compensation is directly delivered to the entitled parties after
release of rights and transfer of evidence of control or ownership to the land institution. If the
entitled parties reject the form and/or amount of compensation, the compensation is entrusted
to the local district court.
D. Transfer of Result
Land institution transfers the result of land acquisition to the institution requiring land after
compensation delivery and release of rights or after compensation is entrusted to the district
court. Subsequently, the institution requiring land may start the activities of development. The
government will monitor and evaluate the activities of development, while the land institution
will monitor and evaluate the result of transfer of land acquisition.
Observation as to whether or not Law No.2/2012 on Land Acquisition for Development for
Public Interest is preserved in accordance with the regulation will be required in the future.
Within one year from the establishment of the law (January 2012), regulation for
implementation shall be proposed.
Necessity of AMDAL and potential of involuntary resettlement related to potential Priority
Projects and Fast Track projects are shown in ANNEX-V. Through discussion on the details of
the project and coordination with related organizations, applicable procedures related to
AMDAL and involuntary resettlement are required to be taken.
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CHAPTER 8
POTENTIAL PRIORITY AND FAST TRACK PROJECTS
8.1 PRIORITY PROJECTS AND FAST TRACK PROJECTS

(1) Sector Category
Chapters 1 to 7, showing current conditions and Master Plan of sector development, have
addressed infrastructure sectors categorized in Minutes of Discussion for this study (refer to
Chapter 1). Sectors for this chapter and the following chapters are categorized based on the
positions of the projects in goals and programs of MPA Vision.
(2) Priority Projects
The overall infrastructure development plan of the MPA is formulated in line with its vision,
concept and image as described in Chapter 7. The master plan for infrastructure development
towards year 2020 is organized into major projects, which are expected to contribute to the
establishment of the JABODETABEK MPA. In the study, priority projects for investment by
the government and private sectors are nominated among the major projects. The priority
projects are defined as those that will materialize before 2020.
(3) Fast Track Projects
The Fast Track Project (FTP) is defined as an urgent project for infrastructure development
that would commence its construction work by end of 2013. One of the main objectives of
the Study is to facilitate the smooth implementation of FTPs.
8.2 PROGRAMS AGREED IN THE FIRST STEERING COMMITTEE

The potential FTPs for nine sectors endorsed in the First Steering Committee Meeting held on
March 17, 2011 are being reviewed based on their consistency and relevance with the overall
infrastructure development plan and implementation schedule. The list of potential FTPs is
given in Table 8.2.1 , and the features of the potential FTPs are described in Annex IV.
Table 8.2.1 List of Potential Fast-Track Projects (1/2)
SECTOR
1.International Port
2.Upgrading the Industrial
Area to the East of Jakarta
3. Mass Transportation
Network
4. Road Network
5. Airport and Related
Infrastructure
POSSIBLE FAST-TRACK PROJECT
1.1 Improvement and expansion of Tanjung Priok Port

1.2 Development of a new international port
2.1 Smart Community (including a pilot project of the Smart Grid)
2.2 Improvement of road network within the industrial area to the east
of Jakarta
3.1 Jakarta Mass Rapid Transit (MRT):S-NI, S-NII, E-W
3.2 Improvement of the Jabodetabek Commuter Railway System
4.1 Improvement of road network in Jabodetabek Area
5.1 Construction of access railway to the Soekarno-Hatta International
Airport
5.2 Construction of Soekarno-Hatta International Airport
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Table 8.2.2 List of Potential Fast-Track Projects (2/2)

SECTOR
6. Water Supply and

Sewage System
7. Waste Management
System
8. Flood Management
System
9. Electric Power /Energy

Infrastructure
POSSIBLE FAST-TRACK PROJECT
6.1 Water supply project to the Jabodetabek Metropolitan Area

7.1
Construction of the West Java Regional Solid Waste Treatment

and Final Disposal
8.1
Reconstruction of East Pump Station at Pluit
9.1
Construction of Jawa-Sumatra Interconnection Transmission Line
9.2 Construction of Indramayu Coal-fired Power Plant

9.3 Development of Banten Coal-fired Power Plan
9.4 Development of Gas-fired Power Plant and FSRU (Floating
Storage Regasification Unit)
9.5 Development of Rajamandala Hydroelectric Power Plant
9.6 Development of Central Java Coal-fired Power Plant *
Remark: Marked with * is a newly listed project.

Source: Revised by the 5th technical committee based on the Joint Press Release on the First Steering Committee
of the Metropolitan Priority Areas for Investment and Industry, Annex I, March 17, 2011 and the 5th
technical committee.
8.3
PROGRAMS AGREED IN THE SECOND STEERING COMMITTEE
The Study Team has formulated the programs and potential priority projects in line with its
vision, concept and image. The 15 programs from (A.1 to D.2) in Table 8.3.1 were agreed upon
between the Indonesian and Japanese governments in the Second Steering Committee Meeting
held on September 22, 2011. The members of the Steering Committee also expressed their
general supports to the List of Potential Priority Projects, as shown in Table 8.3.2.
However, they mentioned the need for further discussions before they finally approve the list.
The Steering Committee instructed the Technical Committee and the Study Team to further
elaborate the list. In response to the instruction, the Study Team will scrutinize and elaborate the
outline of scope and specifications, project implementation framework with preliminary cost
estimate, and implementation schedule for the priority projects in the upcoming works of the
Study. The project list shown in Table 8.3.2 was agreed upon in the Fifth Steering Committee
Meeting held on April 24, 2012.
As shown in Table 8.3.2 the potential FTPs were included because they are part of the priority
projects, which would commence by end of 2013. The features of the potential priority projects
are described in Annex III.
8-2
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Table 8.3.1 List of Programs in line with the MPA Vision and Concept (1/3)
A. BETTER URBAN ENVIRONMENT
A.1 Development of
Introduction of urban railway systems, mainly MRT,
MRT-based New and improvement of existing commuter railway
Urban
systems will increase connectivity, improve the quality
Transport
of life, encourage economic development, and help
System
ease traffic congestion by inducing modal shift from
vehicles.
UrbanFlyoverwithPublicTransportationSystem,Japan
Source: http://www.city.fukui.lg.jp/
A.2 Development of
Road Network
in and around
Jakarta
In order to alleviate serious traffic congestion in the

city center, urban arterial roads and toll roads should be
further developed and constructed. New roads are
expected to be equipped with advanced intelligent
transportation system (ITS).
TokyoMetro
Source:KinkiSharyo
A.3 Promotion of
Urban
Re-development
The existing city centers need to be redeveloped in

order to create harmony between green open spaces and
active urban functions such as for business, commercial
and residential. The potential development is likely to
be a pilot project with land re-adjustment, green area
creation and housing.
Source: MinistryofLand,Infrastructure,TransportandTourism,Japan
A.4 Improvement of
Water Supply
and Sewerage
Systems
Securing stable water supply and introducing a central

sewerage system in the city center area will be essential
for the sustainable economic growth of the city as well
as improvement of the quality of life in the city.
LargeScaleWaterTreatmentPlant,Japan
Source:http://www.pref.saitama.lg.jp/
A.5 Solid Waste

Treatment
Introduction and improvement of solid waste treatment

and disposal facilities are significant in creating an
eco-friendly city or in pursuing a clean and green city.
SolidWasteTreatmentPlant,Japan
Source:MPAJointStudyTeam
A.6 Flood
Management
Frequent flooding is a serious threat to the metropolitan

area. Various measures for flood management, such as
improvement of rivers and drainage channels, and
construction of retention ponds and pumps for flood
control need to be taken.
FloodinJakarta
8-3
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Final Report
B. New Growth Sub-Corridor for JABODETABEK MPA
B.1 Development of
The new growth Sub-corridor for JABODETABEK
New Growth
MPA will be advocated consisting of townships,
Sub-Corridor for high-tech industrial estates and administrative/
JABODETABEK commercial cities. This will entail economic growth
MPA
with a good connection between a new airport/seaport
and the existing urban centers; improvement of the
quality of life and safety; and eco-friendliness with
utilization of geothermal energy etc.
B.2 Development of
New Academic
Research Cluster
B.3 Development of
Road/Railway
along New
Growth
Sub-Corridor for
JABODETABEK
MPA
The New Academic Research Cluster will function as

a catalyst that will turn Indonesias resources into the
countrys major revenue sources, which will create an
Innovation-Based Industry while the innovation
cluster will strength it as the center of excellence as
described in MP3EI. The bio-based industry in
Indonesia will be innovated first by intensifying the
link through technology transfer between existing
biological resources and scientific research
achievements with biotech business activities.
Source:http://www.duesseldorfinternational.de/dus/
KainsaiScienceCity,Japan
Source:http://www.krip.jp/english/index.html
The New Growth Sub-corridor for JABODETABEK

MPA as supported by multi-modal transport will
contribute to economic growth through reliability and
cost effectiveness as required in todays supply chains.
Railway/RoadBridge,Sweden
Source:www.vandierenmaritime.nl
C. MULTIPLE GATEWAYS (1)

C.1 Development of
In order to meet the rapid increase of demand and
Cilamaya Port
improve the traffic congestion within the metropolitan
area, the construction of a new port is urgently needed.
Of the several potential candidate sites, Cilamaya was
considered the most suitable site for new port
development.
NewartificialislandContainerTerminal
http://www.city.kobe.lg.jp
C.2 Improvement of
Tanjung Priok
Port
Next-generation high standard container terminal

(automated processing, earthquake-resistant, deep
berths for large vessels, etc.) would include
state-of-the art technology, disaster resiliency and a
synergetic logistics hub with the existing port.
Source:JICAJakartaPortMasterplan/
8-4
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C. MULTIPLE GATEWAYS (2)
C.3 Development of
The new international airport will fulfill its role as the
New
gateway of JABODETABEK as well as Indonesia, and
International
will be connected with efficient access roads/railways
Airport
for better connectivity and enhancement of capacity.
SuvarnabhumiInternationalAirport
C.4 Improvement of
Soekarno-Hatta
International
Airport (SHIA)
The improvement of Soekarno-Hatta International

Airport will address the constraints of the airport in
terms of runway capacity, passenger terminal building
and other relevant facilities. This improvement is
urgently needed to cope with the rapid growth of
demand.
Source: http://www.angkasapura2.co.id/
D. LOW-CARBON ENERGY DEVELOPMENT

D.1 Low-Carbon
Further development of the power supply capacity is
Power Supply
essential for economic growth and stable power
Development
supply. Low-carbon energy development will be
advocated for sustainable growth.
SiguragraPowerStation
D.2 Development of
Smart Grid
The smart grid aims at stabilizing the power systems

and reducing the discharge of carbon dioxide and
conserving energy use. Accordingly, introduction of
advanced and clean technologies will be needed, and
an overall energy management system needs to be
established.
Solar
Wind
Water
treatment
Mini
Hydro
EV
Energy
Management
System
Energy
ChargingStation
Smart
house
HydrogenFuelbus
Source:METI,adoptedbyMPAJointStudyTeam
8-5
Recycle
Water
Zero
emission
Industrial
Estate
Zero
Zero
emission
Building
Zero
IN JABODETABEK AREA
Final Report
Table 8.3.2 List of Potential Fast-Track Projects (FTPs) and Priority Projects 1/5
GOALS AND
PROGRAMS
PROJECTS

A.1 Development of
MRT-based New
Urban Transport
System
(1)
Jakarta Mass Rapid Transit (MRT): N-S I, N-S II, E-W as FTP 3.1
This project is to introduce a rail-based mass rapid transit (MRT) System in Jakarta.
The first priority was given to the Jakarta Mass Rapid Transit North South Line and
the second priority corridor is East West Line. The North South Line is divided into
two sections, Phase I (Lebak Bulus Bundaran HI) and Phase II (Bundaran HI
Kampung Bandan).
(2)
JABODETABEK Railways Capacity Enhancement Project (Phase I) as FTP

3.2 and Further Improvement as Phase II
This project is to improve present commuter railway system in JABODETABEK.
Procurement of rolling stock and improvement of railway facilities to remove
bottlenecks regarding the railway operation for short-term plan of capacity
enhancement as Phase I (FTP3.2). Further improvement would be as Phase II
(3)
Development of Jakarta Monorail

Construction of the planned circular monorail has been suspended and recently DKI
Jakarta has determined to cancel the project. The feasibility of the remaining section
from Kuningan to Ragunan should be examined.
(4)
Station Plaza Development and Park & Ride System Enhancement

The project is to improve accessibility of the citizens to the amenities located in the
stations by solving congestion and to introduce multi-modal facility at the railway and
MRT stations. The first priority of the development has been given to Dukuh Atas
Station.
(5)
A.2 Development of
Road Network in
and around Jakarta
(1)
Introduction of Common Ticketing System (Smart Card)

Smart cards and integrated ticketing have become widely used by public transit
operators around the world. Card users may use their cards for other purposes than for
transit, such as small purchases.
Improvement of Road Network in JABODETABEK-Enhancement of Road
Network Capacity in JABODETABEK as FTP 4.1
This project aims to alleviate the traffic congestion at heavily congested intersections
and railway crossings on major road networks in JABODETABEK, through the
realization of construction of grade separated intersections and other at-grade
countermeasure
(2)
Development of Jakarta Outer Outer Ring Road

Jakarta Outer-Outer Ring Road is a planned toll road running in the outskirt of DKI
Jakarta to provide detour when existing roads are congested and to contribute
sub-center development in BODETABEK.
A.3 Promotion of Urban

Re-development
(3)
Introduction of Intelligent Transport System (ITS) in JABODETABEK
(1)
Intelligent Transport System (ITS) aims to support a safe, smooth and pleasant
transport with information technology. This includes variety of transport systems such
as Electric Road Pricing (ERP), Traffic Information System (TIS) and Bus Fleet
Management System (BFMS) /Bus Location System (BLS).
Pilot Project of Urban Development/ Re-development
Urban re-development is crucial at the city center so as to harmonize between green
open spaces and active urban functions such as business, commercial, and residential
spaces. A pilot project is in the form of multi-purpose development consisting of land
re-adjustment, creation of green-field and housing. Development plan of Maja area is
proposed to be prioritized by concerned ministries/authorities of GoI.
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GOALS AND
PROGRAMS
A.4 Improvement of
Water Supply and
Sewerage Systems
PROJECTS
(1)
DKI Jakarta Bekasi Karawang Water Supply (Jatiluhur) as FTP 6.1

This project is to supply bulk water to DKI Jakarta, Bekasi city/regency and Karawang
regency. Treated bulk water will be supplied from a water treatment plant to be
constructed at downstream of Jatiluhur dam.
(2)
Rehabilitation of Water Distribution Facilities in DKI Jakarta, Bekasi and

Karawang, with the integration of DKI Jakarta Bekasi Karawang Water
Supply (Jatiluhur)
Rehabilitation/expansion of the facilities of the municipal water supply
corporations(PDAMs) will be executed with the aim to increase sufficient water supply
capacity to distribute the additional water purchased from the DKI Jakarta Bekasi
Karawang Water Supply (Jatiluhur)
(3)
Development of Sewerage System in DKI Jakarta

The construction of sewerage facilities for collection and treatment of wastewater in
DKI Jakarta will be conducted in line with Wastewater Management Master Plan in
DKI Jakarta which is being formulated.
(4)
Development of
Development
Water
Supply
Systems
for
Large-scale
Infrastructure
Large-scale infrastructure development, such as a new airport, a new industrial estate,

and a new requires additional water supply systems to ensure the sustainable operation
of the infrastructure. This project is the second phase of the Jatiluhur Project under item
A.4(1) including additional pipelines, water treatment plant and other water supply
facilities.
A.5 Solid Waste
Treatment
(1)
Construction of the West Java Regional Solid Waste Treatment as FTP 7.1
This project is to provide the intermediate treatment and final disposal facilities for
solid waste management in Bogor city and regency and Depok city. Solid waste is
transported from Bogor city and regency and Depok city to new solid waste treatment
and solid waste from Bandung is transported to Legok Nangka.
(2)

Introduction of solid waste treatment and disposal facility is a key for the eco-friendly
city and in pursuit of making clean and green city. Construction of final disposal
facilities at landfill site of about 100 ha will be provided for solid waste in the western
part of JABODETABEK; namely Tangerang and South Tangerang.
A.6 Flood Management
(1)
Reconstruction of East Pump Station at Pluit as FTP 8.1

This project is to reconstruct the pump house, located in the downstream area of the
basin, in order to mitigate the flood inundation in Central Jakarta and ensure that the
capital city is able to keep its normal function.
(2)
Development of Urban Drainage System in DKI Jakarta

The urban flood inundation damages are expanding seriously due to increase of runoff
inside business and commercial area. Construction and rehabilitation of ponds, drainage
channel, and pumping station and water gates and establishing the integrated operation
and management system are necessary for mitigating frequent flood damage..
(3)

Frequent flooding is a serious threat to the metropolitan area. The normalization of
rivers in JABODETABEK such as widening river channel, short cut and reconstruction
of the bridges are required as Total Solution.
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GOALS AND
PROGRAMS
PROJECTS
B. NEW GROWTH SUB-CORRIDOR FOR JABODETABEK MPA

B.1 Development of New
Growth
Sub-Corridor for
JABODETABEK
MPA
(1)
Development of New Township

New Township will be designed as a model for better urban environment, low carbon
energy consumption and amenity with relaxation and entertainment. Candidate site is
Karawang area.
(2)
Development of New Industrial Estate in the Vicinity of the New Airport

New industrial estate will promote location of high-tech, high value and
export-oriented industry with advanced logistic management systems in Karawang area
B.2 Development of New

Academic Research
Cluster
(1)
B.3 Development of
Road/Railway along
New Growth
Sub-Corridor for
JABODETABEK
MPA
(1)
Development of New Academic Research Cluster

The New Academic Research Cluster will function as a catalyst that will turn
Indonesias resources into the countrys major revenue sources, which will create
Innovation-Based Industry while innovation cluster is strengthening as the center of
excellence as described in MP3EI. The bio-based industry in Indonesia will be
innovated first by intensifying the link through technology transfer between existing
biological resources and scientific research achievements with biotech business
activities.
Construction of Second Jakarta-Cikampek Toll Road
To expand the capacity of Jakarta-Cikampek Toll Road, a second line will be
developed in parallel with the existing line.
(2)
Improvement of Road Network in JABODETABEK-Improvement of Road

Network within the Industrial Area to the East of Jakarta as FTP 2.2
This project aims to alleviate the traffic congestion in Cikarang area through the
improvement of road network by constructing the new road and flyover, and widening
and upgrading of the existing roads.
(3)
Construction of Access Road to New Cilamaya Seaport as FTP 1.2

New access road will connect the existing Jakarta-Cikampek Toll Road and the New
Cilamaya Seaport.
(4)
Construction of Freight Railway to New Cilamaya Seaport

New freight railway will connect the existing railway line in Karawang and extended
to the New Cilamaya Seaport.
(5)
Construction of Access Road to the New International Airport

New access road will connect the existing road network and the New Airport,
branching off possibly from the existing Jakarta- Cikampek Toll Road.
(6)
Construction of Jakarta-Bandung High Speed Railway via the New International

Airport
Development of a high speed railway between Jakarta and Bandung that will connect
with the new international airport. The section between Jakarta and Bandung is the first
priority of the development. It can be extended to Cirebon via Kertajati.
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GOALS AND
PROGRAMS
C.
PROJECTS
MULTIPLE GATEWAYS
Seaport
C.1 Development of
Cilamaya Port
(1)
Development of a New International Port as FTP 1.2

This project is to develop a new international port at off Cilamaya Coast in West Java
Province. The new international port is planned to develop off shore reclamation land
located in Cilamaya. (See B.3 (3) and (4) )
(2)
Development of New Car Terminal at Cilamaya Port

Car terminal will be developed in Cilamaya Port to expand the capacity for
export/import of finished automobiles.
(3)
Development of Logistics Park (Supporting Facilities for the New Port)

Logistics Park will be developed in New Cilamaya Port for efficient logistics in
JABODETABEK.
C.2 Improvement of
Tanjung Priok Port
(1)
Improvement and Expansion of Container Terminal at North Kalibaru as FTP 1.1

The project aims to increase the container handling capacity to meet with the
increasing demands. The location for expanding the international container terminal at
Tanjung Priok is in North Kalibaru.
(2)
Expansion of Car Terminal at Kalibaru

The existing ship building yard is located in the western part of the Tanjung Priok Port.
By re-developing the yard, including building a new berth and reclamation, a New
2-Berth Car Terminal will be developed.
Airport
C.3 Development of New
International
Airport
C.4 Improvement of
Soekarno-Hatta
International
Airport (SHIA)
(1)
Development of New International Airport

A new international airport will fulfill its role as the gateway to JABODETABEK and
also for Indonesia. The airport will be connected by efficient access roads/railways for
better connectivity and enhancement of its capacity. Potentials for the development are
particularly likely in the development of a New International Airport at Karawang,
(See B.3 (5) and (6)), of which functions could be harmonized with the existing airport
development plan beyond JABODETABEK.
(1)
Construction of Soekarno-Hatta International Airport as FTP 5.2

(Revitalization of Soekarno-Hatta International Airport terminals)
The project is to expand the present Soekarno-Hatta International Airport to solve the
current constraint on airport operation such as limited capacity of passenger terminal
buildings and other relevant facility.
(Expansion of Soekarno-Hatta International Airport)
The project is to develop the third runway to expand the Soekarno-Hatta International
Airport.
(2)
Construction of Access Railway to Soekarno-Hatta International Airport as FTP

5.1
The project aims to improve access to the Soekarno-Hatta International Airport with
reliable and fast railway system. It includes Express Service on dedicated elevated
track and Commuter Service using the existing track.
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GOALS AND
PROGRAMS
D.
PROJECTS
LOW-CARBON ENERGY DEVELOPMENT
D.1 Low-Carbon Power

Supply Development
(1)
Development of Central Java Coal-fired Power Plant as FTP 9.6

Coal-fired Power Plant will be installed in Central Java.
(2)
Construction of Indramayu Coal-fired Power Plant as FTP 9.2

Transmission line from Indramayu to Cibatu and one unit of Coal-fired Power Plant
will be installed in Indramayu.
(3)
Development of Banten Coal-fired Power Plant as FTP 9.3

One unit of Coal-fired Power Plant will be installed in Banten by Malaysian
concessionaire.
(4)
Development of Gas-fired Power

Regasification Unit) as FTP 9.4
Plant
and
FSRU
(Floating
Storage
Development of a new FSRU (Floating Storage Regasification Unit) or LNG receiving

and re-gasification terminal as well as Combined Cycle Power Plants in Java in
addition to the existing FSRU project under construction.
(5)
Development of Rajamandala Hydroelectric Power Plant as FTP 9.5

Hydroelectric Power Station will be installed in Rajamandala.
(6)
Construction of Java-Sumatra Interconnection Transmission Line as FTP 9.1

Transmission Line connecting Bangko Tengah substation in South Sumatra and
X-Bogor substation crossing Sunda Strait including 2-AC/DC Converter Station and
Substations.
(7)
Other Renewable and Low-Carbon Emission Power Projects connecting to

Java-Bali-Sumatra Power Network
Geothermal Power Plants will be installed in West Java and Central Java Province.
(8)
Development of West Java Coal-fired Power Plant with Clean Coal Technology
Coal-fired Power Plant with clean coal technology will be installed in West Java
Province.
D.2 Development of
Smart Grid
(1)
Smart Community (including a pilot project for the Smart Grid) as FTP 2.1
This project aims at the spread of technologies of clean energy, so-called Smart
Community. Main targets are stabilization of the whole industrial estate power system
independent of individual factories, reduction of CO2 by the installation of renewable
energy, and energy conservation and peak shift by energy management system.
(2)
Improvement of JABODETABEK Power Supply Quality

Frequent drops of voltage due to fluctuating current within the distribution network
pauses an obstacle in optimal operation of the power system. Improvement of
transmission network and distribution system will enable the stable and high-quality
power supply in JABODETABEK.
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CHAPTER 9 FINANCIAL ARRANGEMENT

FOR POTENTIAL PRIORITY AND FAST-TRACK PROJECTS
9.1 TOTAL REQUIRED AMOUNT OF FUNDS
The total required amount of funds for implementing the MPA projects is IDR 411,300 billion.
The required fund amount for each MPA project is shown in Table 9.1.1.
9.1.1 Required amount of funds for Fast-Track Projects and Priority Projects
The breakdown of the total amount of funds is shown in Figure 9.1.1. Approximately 52 % of
the total amount is for Fast-Track Projects (FTP), while 48% is for Priority Projects (PP)
IDR 411,300 Billion
PP, 197,200,
48%
FTP, 214,100,
52%
Figure 9.1.1 Ratio of FTP and PP for Total Required Amount of Funds
9.1.2 Required Amount of Funds for Each Category

MPA projects are categorized as follows from A to D:
A.
B.
BETTER URBAN ENVIRONMENT

A.1
Development of MRT-based New Urban Transport System
A.2
Development of Road Network in and around Jakarta
A.3
Promotion of Urban Re-development
A.4
Improvement of Water Supply and Sewerage Systems
A.5
Solid Waste Treatment
A.6
Flood Management
NEW GROWTH SUB-CORRIDOR FOR JABODETABEK MPA

B.1
Development of New Growth Sub-Corridor for JABODETABEK MPA
B.2
B.3
Development of Road/Railway along New Growth Sub-Corridor for

JABODETABEK MPA
9-1
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C.
D.
MULTIPLE GATEWAYS
C.1
Development of Cilamaya Port
C.2
Improvement of Tanjung Priok Port
C.3
C.4
Improvement of Soekarno-Hatta International Airport (SHIA)

D.1
Low-Carbon Power Supply Development
D.2
Development of Smart Grid
Figure 9.1.2 shows the breakdown of required funds for each FTP category. More than half of
the funds required for FTPs are for categories D1 and A1. Also, there are no FTPs under
categories A3, B1, B2, and C3. The allocation of funds for FTPs significantly varies from
project to project.
FTP (IDR 214,100 Billion)
D2
0%
A1
20%
A2
1%
A4
2%
D1
43%
C1
7%
A5
0%
A6
0%
B3
3%
C2
11%
C4
13%
Figure 9.1.2 Breakdown of Required Funds for Each Category of FTPs
9-2
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Final Report
Table 9.1.1 Preliminary Cost Estimate and Funding Scheme for MPA Projects (1/3)
INITIAL
INVESTMENT
PROJECT
PROGRAMS
PROJECTS
COST
TYPE
(IDR BILLION)
A.1 Development of
(1)
Jakarta Mass Rapid Transit (MRT): N-S I, N-S II,
MRT-based New Urban
E-W as FTP 3.1 (including price escalation and
Transport System
contingency)
(2)
JABODETABEK Railways Capacity
33,300
Public
8,300
Public
Enhancement Project (Phase I) as FTP 3.2 and

Further Improvement as Phase II (including
price escalation and contingency)
(3)
Development of Jakarta Monorail
(4)
Station Plaza Development and Park & Ride
4,400
PPP
System Enhancement
(5)
Introduction of Common Ticketing System
500
Private
1,790
Public
110
Public
(Smart Card)
A.2 Development of
(1)a.
Improvement of Road Network in
Road Network in and
JABODETABEK-Enhancement of Road
around Jakarta
Network Capacity in JABODETABEK as FTP

4.1 (including Price escalation and contingency)
(1)b.

JABODETABEK-Enhancement of Road
Network Capacity in JABODETABEK as FTP
4.1(Improvement of Intersection in DKI Jakarta)
(2)
Development of Jakarta Outer Outer Ring Road
(3)
Introduction of Intelligent Transport System
25,400
PPP
1,000
PPP
1,350
PPP
750
PPP
4,400
PPP
(ITS) in JABODETABEK
A.3 Promotion of
(1)a.
Urban Re-development
Pilot Project of Urban Development/

Re-development (Option I: Project for creating
green open spaces of business and commercial
area and development affordable housing in DKI
Jakarta)
(1)b. Pilot Project of Urban Development/

Re-development (Option II: Project for
development of housings in multiple purpose
complex)
A.4 Improvement of
(1)
Water Supply and

Sewerage Systems
DKI Jakarta Bekasi Karawang Water Supply

(Jatiluhur) as FTP 6.1
(2)
Rehabilitation of Water Distribution Facilities in
1,000
PPP
(PPPB 2011)
DKI Jakarta, Bekasi and Karawang, with the

integration of DKI Jakarta Bekasi Karawang
Water Supply (Jatiluhur)
(3)
Development of Sewerage System in DKI
14,300
Jakarta (Zone 1, 6)
(4)
PPP (Zone 1)
Public (Zone 6)
Development of Water Supply Systems for

Large-scale Infrastructure Development
9-3
4,300
PPP
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Final Report
INITIAL
INVESTMENT
PROJECT
PROGRAMS
PROJECTS
COST
TYPE
(IDR BILLION)
A.5 Solid Waste
(1)
Construction of the West Java Regional Solid
(2)
600
PPP
(1)
Reconstruction of East Pump Station at Pluit as
200
Public
(2)
Development of Urban Drainage System in DKI
5,500
Public
(3)
3,000
Public
B.1 Development of
(1)
Development of New Township
5,600
PPP
New Growth
(2)
Development of New Industrial Estate in the
1,700
PPP
Treatment
A.6 Flood Management
1,000
Public
Waste Treatment as FTP 7.1
FTP 8.1
Jakarta
Sub-Corridor for
Vicinity of the New Airport
JABODETABEK MPA
B.2 Development of
(1)
2,800
PPP
(1)
Construction of Second Jakarta-Cikampek Toll
4,800
PPP
New Academic
Research Cluster
B.3 Development of
Road
Road/Railway along
New Growth
(2)
Sub-Corridor for
200
Public
JABODETABEK-Improvement of Road
JABODETABEK MPA
Network within the Industrial Area to the East of

Jakarta as FTP 2.2 (including price escalation
and contingency)
(3)
Construction of Access Road to New Cilamaya
5,900
PPP
3,400
Public (SOE)
2,200
PPP
39,800
PPP
14,900
PPP
Seaport as FTP 1.2 (including price escalation

and contingency)
(4)
Construction of Freight Railway to New

Cilamaya Seaport (including price escalation
and contingency)
(5)
Construction of Access Road to the New

International Airport
(6)
Construction of Jakarta-Bandung High Speed

Railway via the New International Airport
C.1 Development of
(1)
Cilamaya Port
Development of a New International Port as FTP

1.2
(2)
Development of New Car Terminal at Cilamaya
400
Private
5,800
Private
24,000
Public (SOE)
Port
(3)
Development of Logistics Park (Supporting
(1)
Improvement and Expansion of Container
Facilities for the New Port)

C.2 Improvement of
Tanjung Priok Port
Terminal at North Kalibaru as FTP 1.1 (This

amounts is showing the accumulated total of
Phase 1-A and 1-B)
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INITIAL
PROJECT
INVESTMENT
PROGRAMS
PROJECTS
TYPE
COST
(IDR BILLION)
C.3 Development of
(2)
Expansion of Car Terminal at Kalibaru
(1)
35,300
200
Private
PPP
(1)a
Construction of Soekarno-Hatta International
16,400
Public (SOE)
1,000
Public (SOE)
10,300
PPP
2,200
PPP
30,100
IPP (IPP)
20,400
Public (SOE)
8,600
IPP
10,700
PPP or IPP
1,300
IPP
19,700
Public (SOE)
7,100
PPP (PPP and
New International
Airport
C.4 Improvement of
Soekarno-Hatta
Airport as FTP 5.2 (Revitalization of
Soekarno-Hatta International Airport Terminals)
(SHIA)
(1)b
Construction of Soekarno-Hatta International

Airport (Expansion of Soekarno-Hatta
International Airport)
(2)a Construction of Access Railway to Soekarno-Hatta

International Airport as FTP 5.1 (Express)
(2)b
Construction of Access Railway to Soekarno-Hatta

International Airport as FTP 5.1 (Commuter)
D.1 Low-Carbon
(1)
Development
Development of Central Java Coal-fired Power

Plant as FTP 9.6
Power Supply
(2)
Construction of Indramayu Coal-fired Power Plant

as FTP 9.2
(3)
Development of Banten Coal-fired Power Plant as

FTP 9.3
(4)
Development of Gas-fired Power Plant and FSRU

(Floating Storage Regasification Unit) as FTP 9.4
(5)
Development of Rajamandala Hydroelectric Power
(6)
Construction of Java-Sumatra Interconnection
(7)
Other Renewable and Low-Carbon Emission
Plant as FTP 9.5

Transmission Line as FTP 9.1
Private)
Power Projects connecting to Java-Bali-Sumatra

Power Network
(8)
Development of West Java Coal-fired Power Plant
20,300
PPP or IPP
with Clean Coal Technology

D.2 Development of
(1)
Smart Community (including a pilot project for the
(2)
Improvement of JABODETABEK Power Supply
Smart Grid
300
Private
Smart Grid) as FTP 2.1

4,700
Quality
Grand Total
411,300
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On the other hand, allocation of funds for PPs slightly varies among each PP, as shown in Figure
9.1.3. Category B3 is allocated the most funds with 26% of the total.
PP (IDR 197,200 Billion)
D1
14%
D2 A1
2% 2%
A3
1%
C4
1%
A4
10%
C3
19%
C2
0%
A2
13%
A6
4%
B1
4%
C1
3%
B2
1%
B3
26%
A5
0%
Figure 9.1.3 Allocation of Fund for PP
9.2 BREAKDOWN OF SOURCES OF REQUIRED FUNDING FOR MPA

PROJECTS
The total amount of required funds for implementing the MPA projects is IDR 411,300 billion,
and its breakdown is shown in Figure 9.2.1. The share of private fund in fund sources to
implement the MPA projects is 55%, and the share of public fund is 45%. Approximately 31%
of the public funds are under foreign assistance.
Foreign
Assistance,
125,750, 31%
Private,
227,100, 55%
Government
of Indonesia,
58,450, 14%
Note: Private includes IPP.
Figure 9.2.1 Breakdown of Sources of Funding for the MPA Projects
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9.2.1 Allocation of Foreign Assistance, Government of Indonesia, and Private Funds for
FTPs and PPs
The allocation of foreign assistance, Government of Indonesia, and private funds for FTPs, and
PPs is shown in Table 9.2.1. Approximately 63% of foreign assistance funds are allocated for
FTPs. On the other hand, approximately 74% of Government of Indonesia funds are allocated to
PPs.
Table 9.2.1 Allocation of Foreign Assistance, Government of Indonesia, and Private Funds
Unit: IDR billion
Amount of
Ratio of Funds
Source of
Amount of
Percent of
Allocated Funds
Project Type
for FTPs to
Funding
Funds
Total
for Each Project
Funds for PPs
Type
FTP
78,850
62.7%
Foreign
125,750
30.6%
Assistance
PP
46,900
37.3%
FTP
15,050
25.7%
Government
58,450
14.2%
of Indonesia
PP
43,400
74.3%
FTP
120,200
52.9%
Private
227,100
55.2%
PP
106,900
47.1%
9.2.2 Breakdown of Foreign Assistance, Government of Indonesia, and Private Funds for
Each Category
Table 9.2.2 is shows the allocation of foreign assistance, Government of Indonesia, and Private
funds for each category.
(1) Allocation of Foreign Assistance funds
The category with the most allocated foreign assistance funds is A1 at IDR 36,300 billion
(28.9%). However, the required amount for category A1, which includes MRT project is
approximately IDR 33,300 billion in total; foreign assistance funds were not allocated to
categories A3, B2, C2, and C4.
(2) Allocation of Government of Indonesia funds
The category with the most allocated Government of Indonesia funds is B3 at IDR 19,350
billion (33.1%). Category B3 includes road and railway projects along the new growth
sub-corridor such as High-speed railway; therefore, the allocation of public funds for such
is high. Categories C2, D1 and D2 were not allocated with public funds.
(3) Allocation of private funds
The category with the most allocated private funds is D1, at IDR 83,900 billion (36.9%).
Category D1 includes power supply projects implemented by IPP, therefore, the allocation
of private funds is high. Categories A6 were not allocated with private funds.
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Table 9.2.2 Allocation of Foreign Assistance, Government of Indonesia, and Private Funds for Each
Category
Unit: IDR billion
Source of
A.1
A.2
A.3
A.4
A.5
A.6
B.1
B.2
Funding
36,300
1,300
0
10,700
1,000
200
200
0
Foreign
Assistance
28.9%
1.0%
0.0%
8.5%
0.8%
0.2%
0.2%
0.0%
7,500
6,600
1,200
1,800
400
8,500
500
1,000
Government
of Indonesia
12.8%
11.3%
2.1%
3.1%
0.7%
14.5%
0.9%
1.7%
2,700
20,400
900
11,500
200
0
6,600
1,800
Private
1.2%
9.0%
0.4%
5.1%
0.1%
0.0%
2.9%
0.8%
Source of
Funding
Foreign
Assistance
Government
of Indonesia
Private
B.3
C.1
C.2
C.3
C.4
D.1
D.2
Total
17,550
14.0%
19,350
33.1%
19,400
8.5%
6,700
5.3%
1,700
2.9%
12,700
5.6%
0
0.0%
0
0.0%
24,200
10.7%
17,500
13.9%
3,700
6.3%
14,100
6.2%
0
0.0%
6,200
10.6%
23,700
10.4%
34,300
27.3%
0
0.0%
83,900
36.9%
0
0.0%
0
0.0%
5,000
2.2%
125,750
100.0%
58,450
100.0%
227,100
100.0%
9.3 SOURCES OF FUND PER PROJECT TYPE

9.3.1 Public, PPP, and Private Funds for FTPs
(1) Public Fund
As shown in Table 9.3.1 and Figure 9.3.1, public, PPP and private funds comprise
approximately 58%, 32%, and 10% of the total funds for FTPs, respectively. The
breakdown of public funding for FTPs is 91% from foreign assistance and 9% from
Government of Indonesia founds. Most of the funds for FTPs are from foreign assistance.
Table 9.3.1 Sources of Funds for FTPs
Public
Private
Government of
Foreign Assistance
Indonesia
Public
PPP
Total
72,150
7,050
46,200
125,400
6,700
8,000
53,100
67,800
20,900
20,900
Private
Remarks: The above mentioned public category includes the SOE project, private includes the IPP.
Since the public category includes the projects implemented by SOE, private sources of
funds could also be found under the public category.
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Private
10%
PPP
32%
Public
58%
Figure 9.3.1 Ratio of Fund Resources on FTP
(2) PPP
Of the total funding for FTPs, PPP funding is approximately 32%. The percentages of
public and private funding in PPP are 22% and 78%, respectively. The breakdown of public
funds resource is 46% coming from foreign assistance founds and 54% from Government
of Indonesia founds.
Public
22%
Private
78%
Figure 9.3.2 Ratio of Public Resource and Private Funding in PPP
(3) Private
Private funding is approximately 10% of the total funding for FTPs, It is the lowest funding
source for FTPs.
9.3.2 Public, PPP, and Private Funds for PPs
(1) Public fund
Public funding is 9% while PPP is approximately 80%, which is the highest, of the total
funding for PPs. Public funding for PPs excludes foreign assistance funds.
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Table 9.3.2 Fund Resources for PPs

Public
Private
Foreign
Government of
Assistance
Indonesia
0
10,200
7,400
Public
Total
17,600
Public/PPP
10,700
1,800
1,800
14,300
PPP
36,200
31,400
90,800
158,400
6,900
6,900
Private
Remark: Public/PPP means that some part will be implemented through PPP, while the other part will be
implemented through public funding.
Private
4%
Public
9%
Public/PPP
7%
PPP
80%
Figure9.3.3 Breakdown of Sources of Funds for PPs
(2) Public/PPP
A4 (3) is the only category under public/PPP. In such a case, some part of the project will
be implemented through public funds, while the other part will be implemented through
PPP scheme.
(3) PPP
The PPP funding has the most at 80% of the total funding for PPs. The percentages of
public and private funds in PPP are 43% and 57% respectively as shown in Figure 9.3.4.
The breakdown of public funding is 54% from foreign assistance funds and 46 % from
Government of Indonesia founds.
Public
43%
Private
57%
Figure 9.3.4 Ratio of Public and Private Funding for PPs
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(4) Private
The percentage of private funding for PPs is 4%.
9.4 TOTAL AMOUNT OF REQUIRED FUNDS PER YEAR.

9.4.1. Total Amount of Required Funds for FTPs and PPs per Year
Table 9.4.1 shows the total amount of funds for FTP and PP per year.
Table 9.4.1 Total Amount of Funds (2011-2020)
Unit: IDR billion
Fast-Track
Projects
Priority
Projects
Total
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
1,110
10,030
32,355
48,315
43,685
39,805
24,605
11,835
1,840
520
6,080
10,310
13,160
19,770
32,630
32,090
32,150
34,050
16,960
1,110
16,110
42,665
61,475
63,455
72,435
56,695
43,985
35,890
17,480
The total amount of required funds for implementing the MPA projects is highest in 2016 at IDR
72,435 billion. This amount is approximately seven times that 2011. Correspondingly, the total
amounts of required funds for FTPs are highest in 2014 at IDR 48,315 billion. In the case of
FTPs, the three years from 2014 to 2016 would require a significant amount of funds to
implement the FTPs.
On the other hand, the total amount of required funds for PPs highest in 2019 at IDR 34,050
billion. In case of PPs, the four years from 2016 to 2019 would require a significant amount of
funds to implement the PPs.
80,000
PP
70,000
FTP
Billion IDR
60,000
50,000
40,000
30,000
20,000
10,000
0
2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Figure 9.4.1 Required Total Amount of Fund for PP and FTP
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9.4.2 Total Amount of Fund on Fund Resources (2011-2020)

Table 9.4.2 shows the amount of funding from 2011 to 2020 to implement the MPA projects.
Table 9.4.2 Sources of Funding (2011-2020)
Unit: IDR billion
Foreign
Assistance
Government
of Indonesia
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
1,110
1,730
6,610
14,300
23,010
27,110
19,390
16,900
9,400
6,190
2,210
6,745
9,315
6,995
9,715
7,235
6,605
5,500
4,130
12,170
29,310
37,860
33,450
35,610
30,070
20,480
20,990
7,160
1,110
16,110
42,665
61,475
63,455
72,435
56,695
43,985
35,890
17,480
Private
Total

80,000
Private
70,000
Government of
Indonesia
Foreign
Assistance
Billion IDR
60,000
50,000
40,000
30,000
20,000
10,000
0
2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Figure 9.4.2 Total Amount of Required Funds for PPs and FTPs per Resource
(1) Foreign Assistance funds

The amount of foreign assistance funding required for implementing the MPA projects is
highest in 2016 at IDR 27,110 billion. This is approximately 24 times the amount of
foreign assistance funding in 2011. In case of foreign assistance, the five years from 2014
to 2018 would require a significant amount of foreign assistance funds to implement the
MPA projects.
(2) Government of Indonesia funds
The amount of funding from Government of Indonesia funds for implementing the MPA
projects is highest in 2016 at IDR 9,715 billion. In case of funding from Government of
Indonesia funds, the required amount of funds does not vary that much per year.
(3) Private funds
The amount of private funding for implementing the MPA projects is highest in 2014 at
IDR 37,860 billion. The required amounts of private funds similarly reflect the trend of
foreign assistance funding.
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9.4.3 Required Amount of Funds for Each Project Type per Year
(1) Fast-Track Projects
For FTPs, public funding will rise from 2013 and reach a peak in 2014. Both private and
PPP funding have a similar trend as that of public funding. However, the required funds
each year for PPP are smaller than the required funds for the public and private types of
projects.
35,000
Public
30,000
PPP
Private
Billion IDR
25,000
20,000
15,000
10,000
5,000
0
2019
2020
Public 1,110 5,310 22,665 30,715 22,925 21,085 12,045 7,825 1,200
0
4,470 6,840 12,900 15,090 15,290 10,560 2,010 640
PPP
0
250 2,850 4,700 5,670 3,430 2,000 2,000
0
Private
2011
2012
2013
2014
2015
2016
2017
2018
520
0
0
Figure9.4.3: Amount of Required Funds for FTPs
(2) Priority Projects

In the case of PPs, the amount of required funds for PPP is much higher than that for public,
public/PPP, and private projects. In particular, the four years from 2016 to 2019 need a very
big amount of funds to implement the PPP projects.
30,000
Public
Public/PPP
PPP
Private
25,000
Billion IDR
20,000
15,000
10,000
5,000
0
2012
2013
2014
2015
2016
2017
2018
2019
Public
90
1,650
2,400
3,080
2,810
2,640
1,990
2,440
500
Public/PPP
2,740
930
3,980
1,070
2,180
930
2,470
5,880
8,270
7,820
15,760
25,840
28,370
27,940
27,630
10,890
110
390
200
10
40
3,050
3,100
PPP
Private
Figure9.4.4 Amount of Required Funds for PPs
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CHAPTER 10 RISKS IN POTENTIAL PRIORITY AND

FAST-TRACK PROJECTS
10.1 OVERVIEW
Chapter 10 addresses the risks which impede the implementation of potential priority and
Fast-Track Projects (FTPs) according to potential investors, who are also members of the Study
Team. The potential investors classified and analyzed the risks by development stage and by
type of risks. There are three development stages, namely: Planning Stage, Construction Stage,
and Operation Stage. There are five types of risks, namely: Financial Risks, Legal Risks,
Engineering Risks, Institutional Risks, and Political Risks. The potential investors analyzed the
28 projects, which they have interest in, among the proposed potential priority and Fast-Track
Projects. The specific risks of each project are detailed in the risk matrix of Annex VI.
10.2 RISKS AND CONSIDERATIONS

The common risks of the target projects, as extracted from the matrix by project in Annex VI,
were addressed in order to find out what obstructs the participation of private sectors in such
projects. The common risks are summarized by type of risk and by development stage in Table
10.2.1. A project is
also
mentioned
for
each
risk
as an
example in the table. To
select the projects in the table, higher priority is given to the fast-track projects, because smooth
implementation of the fast-track projects including planning, construction, and operation by
avoiding the foreseen risks is significant to establish MPA. About the risks in which an example
of the fast track projects is
priority
projects,
which
not
are
be
found,
the
linked
with
MRT
example
is
selected
among
the
project or new seaport project, to
which both Indonesian government and Japanese Government give the highest priority. This
Sub-section looks into each common risk.
Table 10.2.1 Matrix of Common Risks of Target Projects (1/2)
Financial
Risks
Legal
Risks
Planning Stage
Construction Stage
Operation Stage
difficulty in land acquisition and

expropriation (e.g.
Construction of Access Railway
to Soekarno-Hatta Airport)
government
performance
guarantee is not
issued (e.g.
Development of New
International Port)
weak enforcement of
laws and regulations
mainly in
environment
protection (e.g.
Construction of
Access Road to
Cilamaya Port)
unprofitable
operation due to low
fee collection and
high O&M cost (e.g.
Development of New
International Airport)
insufficient
supporting measures
for O&M such as
extension of land
right (e.g.
Development of New
Township)
complicated procedure and risk

allocation between public and
private sectors (e.g.
Construction of Access Railway
to Soekarno-Hatta Airport)
time consuming process to
obtain approval of forest
development (e.g. geothermal
plant)
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Engineering
Risks
Institutional
Risks
Political
Table 10.2.1 Matrix of Common Risks of Target Projects

Planning Stage
Construction Stage
weak in execution of
failure in project
planning and design for

management for
future operation and
time, quality, cost,
extension (e.g. Improvement
safety, of
of Road Network in
construction (e.g.
JABODETABEK-Enhancem
Development of
ent of Road Network

New International
Capacity in
Airport)
JABODETABEK)
insufficient coordination
among the concerned
agencies to reduce the risk of
overlapping investment (e.g.
Improvement of Road
Network in
JABODETABEK-Enhancem
ent of Road Network
Capacity in
JABODETABEK)
opposition to projects
Risks
opposition by local
residents due to
insufficient
information by
government (e.g.
Construction of
Access Road to
New Cilamaya
Seaport)
discontinuation of
revenue subsidies
due to political
change
(2/2)
Operation Stage
substandard operation
due to system errors in
traffic control system
(e.g. Second Jakarta
Cikmpek Toll Road)
negative environmental
impact to water area
(e.g. Development of
Sewerage System in
DKI Jakarta)
insufficient coordination
on standard of
infrastructure among
stakeholders (e.g.
Development of New
Township)
disvaluationof O&M
impossibility of exit and
transfer
(1)
Financial Risks
Financial risks are related with the profitability of the public sectors. Increase in expenses
and decrease in revenues during the all the stages of the project are financial risks.
1) Planning Stage
Difficulty in land acquisition and expropriation are common major financial risk at this
stage. Projects cannot start implementation until lands for the projects have been
acquired. Delay in land acquisition forces the investors to wait and increase their
indirect cost. Since administrative control is necessary for land acquisition and
expropriation, such should be executed by the public sector. This risk can be seen in
the projects including Construction of Access Railway to Soekarno-Hatta Airport. Two
railways, i) Express Railway and ii) Commuter Railway, are planned for the access
railway. Land acquisition in the access railway project is needed mainly in Express
Railway.
2)
Construction Stage
In case infrastructure development and operation are separated for PPP projects, basic
infrastructure development is by the public sector. Without the completion of the
development of basic infrastructure by the public sector, succeeding parts of the
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infrastructure cannot be developed and the project cannot reach the operation stage.
The private sector cannot shoulder the construction cost for the incomplete portion.
Therefore, a government performance guarantee should be issued. This guarantee is
necessary for the private sector to utilize the project finance scheme. This risk can be
seen in the projects including Development of New International Seaport.
3)
Operation Stage
In the operation stage, there is a risk of not being able to achieve the expected revenue
from the project operations. Setting the price of services, such as of water and
transportation, should be flexible, and the involvement of the private sector in decision
making should be considered. Viable Gap Funding (VGF) by the government is also
considered. This risk can be seen in the projects including Development of New
International Airport.
(2)
Legal Risks
The Legal risks are obstacles related to laws and regulations for the smooth
implementation of projects.
1)
Planning Stage
Risk allocation between the public and private sectors is not clear. The private sector
including investors is afraid of undertaking more risks, which the public sector should
take. Accordingly, unclear risk allocation leads to the loss of the private sector.
Clarifying risk allocation between the public and private sectors is vital to attract the
private sector to participate in the project. Deciding the right contract such as Model
Concession Agreement is desirable. This risk can be seen in the projects including
Construction of Access Railway to Soekarno-Hatta Airport.
Time consuming processes in obtaining various government approvals are also viewed
as risks. In particular, it takes a great deal of time obtaining approvals for
environmentally sensitive activities, especially those related to water use or forest area
development. The projects including development of geothermal plant can have this
risk.
2)
Construction Stage
If contractors do not follow the laws and regulations on environment and labor,
incidents such as accidents, human errors, and negative environmental impacts may
occur. Enforcement of concerned laws and regulations during the construction stage is
important in order to avoid such unwanted events. This risk can be seen in the projects
including Construction of Access Road to Cilamaya Port.
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3)
Operation Stage
Sustainability of the project can not be secured due to legal matters. For instance, when
the operational period is quite long, extension of land right can be considered.
However, the current regulations regarding extension of land right are unclear. Support
measures for O&M are also necessary. The projects including Development of New
Township can have this risk.
(3)
Engineering Risks
The common engineering risks in each development stage will influence the performance
of infrastructure.
1)
Planning Stage
Weak execution of planning and design is an engineering risk since facilities in the
project would not function as expected. For instance, the attractiveness and efficiency
of the new township would decrease if the proposed plan does not correspond with
other projects such as road and railway construction. Insufficient understanding of tide
movement could cause failure in constructing a berth that would be used for 24-hour
operation in the seaport sector. In this regard, planning and design are important in
engineering.
2)
Construction Stage
The project management risks are mainly focused during the construction stage. The
risks consist of delay of completion, low quality of structures, accidents, and negative
environmental impacts such as noise and vibration. This risk can be seen in the
projects including Development of New International Airport. In order to avoid such
risks, a well experienced PMC should manage the construction works.
3)
Operation Stage
Accidents due to substandard operations as well as negative environmental impacts are
engineering risks during the operation stage. There is a possibility that water supply or
power supply is interrupted during the operation stage. It negatively affects not only
service providers but also service users. It would be inconvenient to the lives of service
users and it would also burden service providers with additional expenses. Water
pollution and traffic accidents are also considered risks during operation stage.
(4)
Institutional Risks
Institutional risks are mainly related with insufficient coordination among stakeholders to
support project implementation and enhance the value of the facilities developed in the
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projects.
1)
Planning Stage
The risks of insufficient coordination among concerned agencies are pointed out as an
institutional risk in the planning stage. Coordination referred here is mainly related
with the elaboration of planning and design as seen in the planning stage of
engineering risks. The risk can be seen in the projects including Improvement of Road
Network in JABODETABEK. The validity of the project should be discussed
considering comprehensive views on the projects relation with other projects as well
as considering merit and demerit of the project with regard to concerned agencies.
2)
Construction Stage
Obtaining support from the concerned stakeholders is important to implement the
project smoothly. However, there is a risk for objection by local residents during the
construction stage. In order to obtain the understanding and support from the local
residents, coordination among the stakeholders is necessary.
3)
Operation Stage
Inconvenience and inefficiency to peoples lives and business activities in the project
area as caused by insufficient coordination among stakeholders are main risks during
the operation stage. Without cooperation with the police, the traffic jams could occur
during the operation stage of road projects. If various private developers are involved
in a new township project, their applied standards of infrastructure development may
vary among the areas, and it could cause inefficiency.
(5)
Political Risks
Political risks are related with the use of influence or power of concerned politicians.
1)
Planning Stage
In case political support is not given to the target projects as well as to other related
projects, it is expected that implementation of such projects would be difficult. Even if
political support is gained, political power would affect prices of services such as water
and bus fees, and decision for the routes of railways and roads.
2)
Construction Stage
In the construction stage, discontinuation of revenue subsidies such as service purchase
fee can be taken in effect due to political change. Discontinuation of the subsidies
influences the business environment of private sectors during the construction. It can
lead the delay of the construction work.
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3)
Operation Stage
There is a risk of unsatisfactory operation and maintenance including inadequacy of
budget and support if the concerned politicians disvalue operation and maintenance.
Also, investors understand that political power might affect the transfer of the project
from the private sector to the public sector in a BOT project.
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CHAPTER 11 CONCLUSIONS AND RECOMMENDATIONS
11.1 CONCLUSIONS
The Master Plan for Establishing Metropolitan Priority Area for Investment and Industry in
JABODETABEK Area was prepared by incorporating the professional views of the Study Team,
fully considering the current setting of the area and current situations of infrastructure, and
taking into account the future directions of the area specified in MP3EI.
The Study Team therefore recommends that the GOI implements the MPA Master Plan. The
Study Team considers that implementation of the MPA Master Plan would ensure the promotion
of investment and industry in the JABODETABEK MPA. Development issues, such as
mitigation of traffic congestion and flood risks, assurance of smooth logistics flow, prevention
of environmental pollution, water shortage, mitigate flood risks, and conservation of energy are
to be solved by implementing the proposed Fast-Track Projects (FTPs) and Priority Projects
(PPs). The Study Team therefore recommends that a monitoring mechanism for facilitating the
proposed FTPs and PPs should be established.
11.2 RECOMMENDATIONS
(1) Promotion of Investment for Infrastructure Development
In order to attract investment and promote industries, the JABODETABEK MPA needs to
develop more infrastructures to mitigate traffic congestion and flood risks, facilitate smooth
logistics flow, prevent environmental pollution, meet the growing water demand, and save
energy. Although GOI has recognized the necessity for the developments, it could not
allocate adequate budget to develop such infrastructure due to the financial constraints. The
breakdown of expenditures of the central government in 2011 shows that the expenditure
share for development is 12%, which was less than that for fuel related subsidy of 27% and
that for personnel expenditure of 21%. In order to implement development of necessary
infrastructure under this financial situation, encouraging the involvement of private sectors
is necessary. The government should promote the application of PPP scheme for its
development projects.
(2) Transformation from Single-Core Urban Structure to Multi-Core Urban Structure
Densification in Jakarta has been progressing to date, and the flow of people and goods has
been concentrated toward Jakarta. Traffic congestion and degradation of the living
environment in Jakarta are becoming more serious year by year. If densification in Jakarta
continues, traffic and living environmental problems as well as vulnerability to disasters
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will be more serious. The JABODETABEK MPA should shift from a single-core urban
structure to a multi-core urban structure, which involves a central city and small
sub-centers in its suburbs. A multi-core urban structure should be adopted to lessen traffic
congestion, protect the natural environment, and be more resilient to disasters.
In the transformation to a multi-core urban structure, the balance between development and
protection should be addressed. Agricultural land along the seashore in the northeast and
northwest of the JABODETABEK MPA as well as water resources in the south should be
protected. Development in the east and west should be promoted in. Since promoting
investment and industry is one of the objectives of MPA Master Plan, encouraging
developments in the east is emphasized. The existing industrial estates are agglomerated,
and new gateway functions are planned in the east.
(2) Necessity of Urban Transport Improvement
In line with the increase of personal income and surge in the number of cars and
motorcycles in Jakarta Metropolitan Area, it is expected that the current motorcycle users
would shift to using cars therefore exacerbating the current chronic traffic congestion.
However, there have been no significant developments of road network in the urban area
during this decade due to difficulty in the land acquisition process and limited budget of the
transportation sector; On the other hand, some smaller metropolitan areas in Asia such as
Delhi, Shanghai and Bangkok have expeditiously developed mass transit networks in
recent years. Development of mass transit networks such as railways which have high
capacity and minimal environmental impact, and are economically efficient is essential to
achieve sustainable development of the region considering population size, density and
growth of Jakarta Metropolitan Area.
(3) Necessity of Improving Logistics Networks
Jakarta Metropolitan Area is the capital of Indonesia having approximately 20% share of
economic activities of the country. In addition, it is a connecting point of the Java and
Sumatra economic corridors defined in the MP3EI. Thus, smooth movement of goods in
the region is a national concern. The current demand of the two gateways of the region,
Tanjung Priok Port and Soekarno-Hatta International Airport, exceeds their capacities.
Such situations are obstacles to economic growth. The chronic traffic congestion in the
region contributes to economic loss due to the long travel time. The development of new
international gateways in addition to the existing airport and seaport, as well as highway
networks such as toll roads and access roads at freight transport hubs, is essential for
efficient movement of freight.
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(4) Necessity of Urban Environment Improvement

Population in the JABODETABEK MPA was projected to increase from about 28 million
in 2010 to about 33 million in 2020. Due to Indonesias stable economic growth, share of
the middle class in the population was expected to grow in 2020. In addition, promotion of
investment and industry was proposed in the MPA Master Plan. Water demand,
environmental problems such as discharge of wastewater and solid waste, and flood risks,
are also increasing as both the population and economy grow. Therefore, water shortage,
water pollution, odor from solid waste, and flood damage will be more serious. In order to
avoid negative environmental impacts as much as possible, the urban environment should
be improved by pursuing the following: the Jatiluhur projects in order to meeting future
demand; sewerage development in accordance with the Sewerage Master Plan prepared by
DKI Jakarta; solid waste management such as new landfill developments and intermediate
treatment facilities; and flood control such as increase in the capacity of discharging flood
water to the sea.
(5) Necessity of Analysis on Projects Modality and Financial Source
It is important to adopt the most appropriate modality and financial source for the MPA
projects. The basic approach in considering the modality and financial source is as follows:
1) It is necessary to assess whether the project can be implemented by private initiative.
2) If the private sector can take the initiative, the necessary conditions including government
supports shall be identified.
3) If it is difficult to effectively undertake through private initiative, the project shall be
implemented by the public sector.
In order to figure out the most appropriate modality and financial source, it is necessary to
conduct a detailed feasibility study which includes financial and project modality analyses.
(7) Solution to Issues in Promoting PPP Projects
The MPA projects are supposed to be implemented mainly through PPP. The GOI has
serious budgetary constraints and cannot finance all the MPA projects on its own; therefore,
GOI has been promoting PPP projects since 2004 in order to overcome this situation.
However, despite of such expectations, the number of PPP has not increased significantly.
It is recommended that GOI shall immediately address the following issues to successfully
implement PPP projects:
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1) Acceleration of land acquisitions

Land acquisition in many PPP projects is often delayed. This situation makes potential
investors reluctant to participate in bidding and invest in the projects. In addition, it seems
that the revision of the land acquisition law in 2012 has not been sufficient to solve this
problem because it does not strengthen incentive and/or penalty functions to local
governments, which actually conduct land acquisition administration. Therefore, GOI
should act to realize smooth and timely implementation of land acquisition.
2) Development of Implementation skills of the Contracting Agencies
The government officers of GOI have little experience of PPP, although they are making
efforts to obtain sufficient knowledge and skills of managing PPP, including F/S,
procurement, contract agreement, and project monitoring. The inexperience still hinders
smooth implementation of project. The capacity developments of PPP for officers in both
central and local governments are expected.
3) Securing budget on appropriate timings by Government Contracting Agencies
In order to conduct PPP projects, the contracting agencies need to secure budget for F/S,
transaction advisors, and governments supports. However, the budgeting process for PPP
projects is not formalized and the Contracting Agencies often face difficulties in securing
the appropriate amount of budget on time. It is recommended that the budgeting processes
shall be formalized to realize appropriate budgeting process for PPP projects.
4) Clarifying demarcation of risks on private sectors
In many cases, it seems that private sectors take some risks which public sectors should
take. One of the examples is the traffic demand risk. In some cases, it is quite difficult for a
private entity to project the demand and estimate the project costs and revenues. In other
cases, there is a risk of Contracting Agencys payment capacity. Contracting Agencies need
to realize the appropriate risk sharing between the public and private. Moreover, the scope
and conditions of the governments guarantee shall be improved in order to enhance the
credibility and sureness of projects.
5) Allowance of providing direct subsidies to private entities by the government
In Indonesias PPP projects, the governments are not allowed to provide direct subsidy
(Viability Gap Funding) to private entities. Instead the government supports the projects by
constructing some projects facilities. It, however, has risks of scheduling, quality matching
and asset liability, so it makes private entities hesitant to participate in the projects.
Therefore, it is necessary for GOI to review the existing laws and regulations and allow
provision of direct subsidy to private entity.
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(8) Monitoring of Fast Track Project

Successful implementation of Fast Track Projects is crucial for JABODETABEK MPA to
take the first step for promoting investment and industry. To remove bottlenecks hindering
the implementation of the projects and to implement the project smoothly, it is significant
for the government to monitor fast track project. Monitoring and reporting system should
be established to take appropriate remedy if there are any problems in the project
implementation.
(9) Conducting of Feasibility Study for Priority Projects
Feasibility study should be conducted to realize the implementation of the proposed
priority projects. Related institution, natural and social environmental impact, cost and
benefit, possibility of fund raising, etc, should be thoroughly studied. Conducting of the
feasibility studies allows new proposals for shortening of construction period and reduction
of operational cost, which benefits for both public and private sectors.
(10) Implementation of Priority Projects and Fast Track Projects
Implementation of the proposed project for nine infrastructure sectors leads to solve the
development issues and reach benchmark in 2020 expressed as target effect indicator.
Furthermore, the project implementation is crucial for realizing MPA Vision 2030.
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Table 11.1.1 Cost of Priority Projects and Fast Track Projects

GOALS AND
PROGRAM
POTENTIAL PROJECTS
COST
(Billion IDR)

A.1
Development of MRT- (1) Jakarta Mass Rapid Transit (MRT): N-S I, N-S II, E-W as FTP 3.1
based New Urban
(2) JABODETABEK Railways Capacity Enhancement Project (Phase I) as FTP 3.2 and Further
Transport System
Improvement as Phase II
33,300
8,300
(3) Development of Jakarta Monorail

(4) Station Plaza Development and Park & Ride System Enhancement
(5) Introduction of Common Ticketing System (Smart Card)
A.2
A.3
A.4
4,400
500
Development of Road (1) Improvement of Road Network in JABODETABEK-Enhancement of Road Network Capacity in
JABODETABEK as FTP 4.1
Network in and around
Jakarta
(2) Development of Jakarta Outer Outer Ring Road
25,400
(3) Introduction of Intelligent Transport System (ITS) in JABODETABEK
1,000
Promotion of Urban
(1) Pilot Project of Urban Development/ Re-development
Re-development
Improvement of Water (1) DKI Jakarta Bekasi Karawang Water Supply (Jatiluhur) as FTP 6.1
Supply and Sewerage
(2) Rehabilitation of Water Distribution Facilities in DKI Jakarta, Bekasi and Karawang, with the integration
Systems
of DKI Jakarta Bekasi Karawang Water Supply (Jatiluhur)
(3) Development of Sewerage System in DKI Jakarta
(4) Development of Water Supply Systems for Large-scale Infrastructure Development
A.5
Solid Waste Treatment (1) Construction of the West Java Regional Solid Waste Treatment as FTP 7.1
A.6
Flood Management
(2) Development of New Landfill Site at Tangerang
1,900
2,100
4,400
1,000
14,300
4,300
1,000
600
(1) Reconstruction of East Pump Station at Pluit as FTP 8.1
200
(2) Development of Urban Drainage System in DKI Jakarta
5,500
(3) Normalization of the Rivers in JABODETABEK
3,000
B.
NEW GROWTH SUB-CORRIDOR FOR JABODETABEK MPA
B.1
Development of New
Growth Sub-Corridor
for Jabodetabek MPA
(1) Development of New Township
5,600
(2) Development of New Industrial Estate in the Vicinity of the New Airport
1,700
B.2
Development of New
Academic Research
Cluster
(1) Development of New Academic Research Cluster
2,800
B.3
Development of
Road/Railway along
New Growth SubCorridor for
Jabodetabek MPA
(1) Construction of Second Jakarta-Cikampek Toll Road
4,800
C.
(2) Improvement of Road Network in JABODETABEK-Improvement of Road Network within the Industrial
Area to the East of Jakarta as FTP 2.2
200
(3) Construction of Access Road to New Cilamaya Seaport as FTP 1.2
5,900
(4) Construction of Freight Railway to New Cilamaya Seaport
3,400
(5) Construction of Access Road to the New International Airport
2,200
(6) Construction of Jakarta-Bandung High Speed Railway via the New International Airport
39,800
MULTIPLE GATEWAYS
<SEAPORT>
C.1 Development of
Cilamaya Port
C.2
Improvement of
Tanjung Priok Port
(1) Development of a New International Port as FTP 1.2

(2) Development of New Car Terminal at Cilamaya Port
14,900
400
(3) Development of Logistics Park (Supporting Facilities for the New Port)
5,800
(1) Improvement and Expansion of Container Terminal at North Kalibaru as FTP 1.1
24,000
(2) Expansion of Car Terminal at Kalibaru
200
<AIRPORT>
C.3
Development of New
(1) Development of New International Airport
35,300
C.4
Improvement of
Soekarno-Hatta
(SHIA)
(1) Construction of Soekarno-Hatta International Airport as FTP 5.2
17,400
(2) Construction of Access Railway to Soekarno-Hatta International Airport as FTP 5.1
12,500
D.
D.1
Low-Carbon Power
Supply Development
D.2
(1) Development of Central Java Coal-fired Power Plant as FTP 9.6
30,100
(2) Construction of Indramayu Coal-fired Power Plant as FTP 9.2
20,400
(3) Development of Banten Coal-fired Power Plant as FTP 9.3
8,600
(4) Development of Gas-fired Power Plant and FSRU (Floating Storage Regasification Unit) as FTP 9.4
10,700
(5) Development of Rajamandala Hydroelectric Power Plant as FTP 9.5
1,300
(6) Construction of Java-Sumatra Interconnection Transmission Line as FTP 9.1
19,700
(7) Other Renewable and Low-Carbon Emission Power Projects connecting to Java-Bali-Sumatra Power
Network
7,100
(8) Development of West Java Coal-fired Power Plant with Clean Coal Technology
20,300
Development of Smart (1) Smart Community (including a pilot project for the Smart Grid) as FTP 2.1
Grid
(2) Improvement of JABODETABEK Power Supply Quality
Total
11 - 6
300
4,700
411,300
REFERENCES
Chapter 1
1) Republic of Indonesia (2008), Law Number 26 of 2008 on National Spatial Plan
(RTRWN)
2) Coordinating Ministry for Economic Affairs, Republic of Indonesia (2010), Indonesia
Economics Development Corridors Northern Java Economic Development Corridor Master
Plan
Chapter 2
1) Republic of Indonesia (2007), Law Number 7 of 2007 on National Long Term
Development Plan (RPJPN 2005 - 2025)
2) Republic of Indonesia (2010), Presidential Regulation Number 5 of 2010 on the National
Medium-Term Development Plan 2010 2014
(RTRWN)
4) Republic of Indonesia (2008), Presidential Regulation Number 54 of 2008 on
Jabodetabekpunjur Region Spatial Planning
5) Coordinating Ministry for Economic Affairs, Republic of Indonesia (2011), Acceleration
and Expansion of Indonesia Economic Development 2011 2025 (MP3EI)
Plan
7) Republic of Indonesia (2005), Presidential Regulation Number 67 of 2005 on Cooperation
between Government and Business Entity in Provision of Infrastructure
8) Republic of Indonesia (2010), Presidential Regulation Number of 13 of 2010 on
Amendment to Presidential Regulation No. 67 of 2005 on Cooperation between
Government and Business Entity in Provision of Infrastructure
Chapter 3
1) Badan Pusat Statistik (BPS: Statistics Indonesia) (2010), Hasil Sensus Penduduk, Data
Agregat per: Kabupaten/Kota Provinsi Banten, Jawa Barat; Data Agregat per Kecamatan Di
Kabupaten Bogor /Tangerang / Bekasi, Kota Bogor / Depok / Tangerang / Bekasi /
Tangerang Selatan; Kota Administrasi Jakarta Selatan / Jakarta Utara / Jakarta Pusat /
Jakarta Barat / Jakarta Timur
2) Badan Pusat Statistik (BPS: Statistics Indonesia) (2011), Trends of the Selected
Socio-Economic Indicators of Indonesia
3) Japan International Cooperation Agency (JICA) (2010), Master Plan Study on Port
Development and Logistic in Greater Jakarta Metropolitan Area
4) World Bank (2011), World Development Indicators
5) International Monetary Fund (2011), World Economic Outlook
6) National Development Planning Agency (BAPPENAS), Republic of Indonesia (2011), PPP
-i-
Book (Public Private Partnerships, Infrastructure Projects Plan in Indonesia)

7) National Development Planning Agency (BAPPENAS), Republic of Indonesia (2011),
Blue book (List of Medium-Term Planned External Loans and Grants 2011-2014)
Chapter 4
1) Himpunan Kawasan Industri Indonesia (HKI) (2011-2012), Indonesia Industrial Estate
Directory
2) Himpunan Kawasan Industri Indonesia (HKI) (2006), Indonesia Industrial Estate
Directory
3) Supporting Agency for the Sanitation of Drinking Water Provision System (BPP-SPAM)
(2010), Kinerja PDAM Tahun
4) Indonesian Water Supply Association (PERPAMSI) (2010), Direktori Perpamsi 2010
5) Japan International Cooperation Agency (2011), The Project for Capacity Development of
Wastewater Sector through Reviewing the Wastewater Management Master Plan in DKI
Jakarta
6) Japan International Cooperation Agency (2004), Basic Design Study on the Project for
improvement of Pump Drainage in Poverty District in Jakarta
7) Japan International Cooperation Agency (2000), The Study on Integrated Transportation
Master Plan for JABODETABEK (Phase I)
8) Japan International Cooperation Agency (2002), The Study on Integrated Transportation
Master Plan for JABODETABEK (Phase II)
9) Japan International Cooperation Agency (2011), Travel
JABODETABEK Urban Transportation Policy Integration Project
Speed
Survey
for
11) Japan International Cooperation Agency (JICA) (2012), Master Plan Study on
Multiple-airport Development for Greater Jakarta Metropolitan Area
12) Japan Bank for International Cooperation (JIBIC) (2008), Special Assistance for Project
Formation (SAPROF) for Jakarta Solid Waste Management Project
13) Japan International Cooperation Agency (JICA) (2011), Project for Capacity Development
of Jakarta Comprehensive Flood Management
14) PT. Perusahaan Listrik Negara (Persero), PLN, (2010), Electrical Power Supply Business
Plan (RUTPL) 2010-2019
15) PT. Perusahaan Listrik Negara (Persero) , PLN, (2010), PLN Annual Report 2010
16) PT. Perusahaan Listrik Negara (Persero) , PLN, (2010), PLN Financial Status 2010
Chapter 6
1) Coordinating Ministry for Economic Affairs, Republic of Indonesia (2011), Acceleration
and Expansion of Indonesia Economic Development 2011 2025 (MP3EI)
Plan
- ii -
3) ERIA (2010) Final Report of ASEAN Strategic Transport Plan

4) UTCE and ALMEC, Japan (2004), Infrastructure Development and Service Provision in
the Process of Urbanization
5) World Economic Forum (2011), Global Competitiveness Report 2011-2012
7)
Informa, (2010), Containerisation International Yearbook
8) Asian Development Bank (ADB) (2010), Water Knowledge Center

9)
Economic Intelligence Unit (2011), Asian Green City Index
10) Japan International Cooperation Bank and Nomura Research Institute, Japan (2004),
Private Sector Perceptions of Challenges and Opportunities by Japanese Infrastructure
User
11) Jakarta Japan Club Foundation (2010), Proposal for a Golden 5-Year Plan for the
Improvement of Indonesias Business Environment during its Golden Years
Chapter 7
(RTRWN)
Jabodetabekpunjur Region Spatial Planning
3) Badan Pusat Statistik (BPS: Statistics Indonesia) (2010), Hasil Sensus Penduduk, Data
Agregat per: Kabupaten/Kota Provinsi Banten, Jawa Barat; Data Agregat per Kecamatan Di
Kabupaten Bogor /Tangerang / Bekasi, Kota Bogor / Depok / Tangerang / Bekasi /
Tangerang Selatan; Kota Administrasi Jakarta Selatan / Jakarta Utara / Jakarta Pusat /
Jakarta Barat / Jakarta Timur
4) Republic of Indonesia (2007), Law Number 7 of 2007 on National Long Term
Development Plan (RPJPN 2005 - 2025)
Development regulation for industry
6) Himpunan Kawasan Industri Indonesia (HKI) (2011-2012), Indonesia Industrial Estate
Directory
7) Japan International Cooperation Agency (JICA) (2011), Travel Speed Survey for
JABODETABEK Urban Transportation Policy Integration Project
9) Japan International Cooperation Agency (JICA) (2012), The Preparatory Survey on
Cilamaya New Port Development Project
10) Rencana Induk Pelabuhan Greater Jakarta (Tanjung priok) (2011), Lampiran Peraturan
Menteri perhubungan
12) Rencana Induk Perkeretaapian Nasional (2011), Kementerian Perhubungan Ditejen
- iii -
Perkeretaapian
13) Ministry of Public Works, Republic of Indonesia (1989), Petunjuk Teknis Perencangan
Teknik SPAM
14) Supporting Agency for the Sanitation of Drinking Water Provision System (BPP-SPAM)
(2010), Kinerja PDAM Tahun
15) Indonesian Water Supply Association (PERPAMSI) (2010), Direktori Perpamsi 2010
16) Japan International Cooperation Agency (JICA) (2011), The Project for Capacity
Development of Wastewater Sector through Reviewing the Wastewater Management Master
Plan in DKI Jakarta
17) Japan Bank for International Cooperation (JIBIC) (2008), Special Assistance for Project
Formation (SAPROF) for Jakarta Solid Waste Management Project
18) Ministry of Public Works, Republic of Indonesia (2006), Regulation Number 21 of 2006
19) Republic of Indonesia (2008), Solid Waste management Low Number 18 of 2008
20) NEDECO (Netherlands engineering consultant) (1973), Master Plan of Drainage and flood
Control of Jakarta
21) Japan International Cooperation Agency (JICA) (1991), Study on Urban Drainage and
Waste Water Disposal in DKI Jakarta
22) Japan International Cooperation Agency (JICA) (1997), The Study on Comprehensive
River Water Management Plan in Jabotabek
of Jakarta Comprehensive Flood Management (JCFM)
24) World Bank (2011), Jakarta Urgent Flood Mitigation Project (JUFMP)
25) Japan External Trade Organization (JETRO) (2008), Study on Construction of
Underground Flood Retention Ponds in DKI Jakarta
26) Japan International Cooperation Agency (JICA) (2004), Basic Design Study on the Project
for improvement of Pump Drainage in Poverty District in Jakarta
of Jakarta Comprehensive Flood Management
28) PT. Perusahaan Listrik Negara (Persero), PLN, (2010), Electrical Power Supply Business
Plan (RUTPL) 2010-2019
29) PT. Perusahaan Listrik Negara (Persero), PLN, (2010), PLN Annual Report 2010
30) PT. Perusahaan Listrik Negara (Persero), PLN, (2010), PLN Financial Status 2010
- iv -

ANNEX I
POTENTIAL INNOVATION WITH

JAPANESE ADVANCED
TECHNOLOGIES
IN JABODETABEK AREA
Final Report
ANNEX I.
POTENTIAL INNOVATIONS FROM JAPANESE

ADVANCED TECHNOLOGIES
A.I.1 Safe and Secure Approach

Japanese advanced technologies could contribute to the realization of growth and promotion of
thesafe and secure approach in Indonesia. This can be achieved by working together utilizing
Japanese technology and experiences as the driving force for the purpose of sustainable growth of
Indonesia. Both the Government of Japan (GOJ) and the Japanese private sector will contribute to
provide assistance in infrastructure development such as urban railways, urban transportation
networks, water supply, and energy. Such infrastructure development would be in harmony with
the environment. In line with the above concept, several Japanese advanced technologies, which
can be applied toward sustainable growth of the JABODETABEK MPA, are introduced.
A.I.2 Technologies against Natural Disaster
(1) Seismic Isolation Technologies
In Japan, the number of seismically isolated buildings has been increasing every year since
the occurrence of The Southern Hyogo Prefecture Earthquake in 1995. Recently, the
number of detached houses with seismic isolation has also been increasing due to the
frequent occurrence of earthquakes in the Japanese archipelago. Figure A.2.1 shows the
number of constructed buildings with seismic isolation by year. The first seismically
isolated building was built in 1983. After The Southern Hyogo Prefecture eErthquake in
1995, the construction of such buildings increased dramatically. Half of these are
condominiums. Moreover, most hospitals were recently installed with seismic isolation
systems.
Numbers of Buildings
250
200
150
100
50
2003
2002
2001
2000
1999
1998
1997
1996
1995
1994
1993
1992
1991
1990
1989
1988
1987
1986
1985
1984
1983
Source: Technology Committee Report, 2005, Transition of Seismically Isolated Structures in Japan
Figure A.2.1 Chronology in the Number of Seismically Isolated Buildings in Japan
There are several conventional methods for strengthening existing buildings, such as: (i)
providing additional reinforced concrete shear walls or steel bracing; (ii) thickening of
existing walls; and (iii) enhancing shear capacity of columns by jacketing reinforced
A.I - 1
IN JABODETABEK AREA
Final Report
concrete with steel plates or carbon fiber sheets. However, construction for such methods is
mostly done inside the building, which causes inconvenience to the users or residents of the
buildings to some extent. In order to avoid such disturbance on their daily lives, exterior
strengthening methods or seismic isolation retrofitting are preferred at present. Such
methods involve construction works that can be done outside the building or within a limited
area as shown in Figure A.2.2.
Courtesy of Taisei Corporation
Figure A.2.2 Factory in Japan Equipped with Seismic Isolation System
(2) Underground River Channel with Flood Retarding Reservoir

Flooding is the most common type of
natural
disaster
Metropolitan
that
Area.
befalls
Increasing
Tokyo
the
coverage of ground pavement with asphalt

and concrete causes the river system to
frequently erode at its banks and inundate
properties along the river course.
Widening of the river or raising the
structures levels is impractical because Courtesy of Taisei Corporation
urban areas are densely built up along
Figure A.2.3 Underground River Channel
medium and small waterways. Accordingly, the Tokyo Government decided to construct
underground rivers under two major ring roads, nos. 7 and 8. The underground river
channel as shown in Figure A.2.3 provides flood prevention against an hourly rainfall of
about 75 mm, which corresponds to a return period of once in 15 years.
A.I.3 Urban Transportation
(1) Tunnelling Technology for Urban Expressway
As illustrated in Figure A.3.1, the Yamate Tunnel in Tokyo Metropolitan Area was
constructed for the purpose of alleviating heavy traffic congestion on the road networks of
Tokyo. The tunnel was constructed just beneath the surface of the arterial road. In order to
A.I - 2
IN JABODETABEK AREA
Final Report
minimize the adverse effects on arterial road traffic and surrounding environment, Shield
Tunnelling Method which involves digging underground using a shield machine, was
applied for the tunnels construction.
a) Image of Yamate Tunnel

Courtesy to Metropolitan Expressway Company Limited
b) Shield Machine
Figure A.3.1 Yamate Tunnel in Tokyo Metropolitan Area
The
merging/diverging
sections
of
the
entrance/exit were constructed using Shield

Tunnel
Expansion
Method
at
deep
undergrounds without opening cut from the

ground surface, as illustrated in Figure A.3.2.
This new technology minimizes the negative
effects on surface traffic flow, and reduces
duration
of
construction
negative
Courtesy of Metropolitan Expressway Co., Ltd.
environmental impacts and total cost.
Figure A.3.2 Shield Expansion Methods
(2) Junction at an Urban Area

The Ohashi Junction was constructed based on a completely new concept of Junction at an
urban Area, which involves innovative solutions for city planning, smooth traffic flow,
environment along the road, and th neighboring community, as illustrated in Figure A.3.3.
Redevelopmentof
Condominium
Ventilation Station
for Yamate
ParkonRooftop
Greenery on Junction
Wall and Open Spaces
Courtesy of Metropolitan Expressway Co., Ltd
Figure A.3.3 Birds Eye View of Ohashi Junction in Tokyo Metropolitan Area
A.I - 3
IN JABODETABEK AREA
Final Report
The junction was planned as a four-layer, loop-shaped structure, which resolved the
elevation difference of 70 m between Yamate Tunnel and the existing viaduct. In order to
ensure safe and comfortable driving in such road alignments, various driving support
measures have been taken. The carriageways were fully covered with solid walls to reduce
environmental impacts on the surrounding neighborhoods such as air pollution and traffic
noise. The roof has been constructed as a park for local residents, aiming to provide green
spaces in an already highly developed urban area.
The construction of the junction also involved coordination with neighbouring communities
and hence, the scheme allows residents in the neighbouring communities to return to their
homes after the completion of the redeveloped condominium building. This concept induces
fairness in land acquisition, and it could reduce the risk of significant delay in project
implementation. The situation before and after its implementation are shown in Figure
A.3.4.
Before Construction
After Construction
Courtesy to Metropolitan Expressway Co., Ltd
Figure A.3.4 Situation Before and After Construction of Ohashi Junction
A.I.4 Development of Areas around Railway Stations

The principal role of an urban railway is to transport commuters from suburban areas to the city
center. However, transportation demand for people going on shopping or for recreation on
holidays cannot be disregarded. It would be very meaningful to build department stores, hotels,
and business establishments around railway stations in partnership with the public sector. Typical
cases are commerce and business agglomerations at sub-center terminals, such as Shinjuku,
Ikebukuro and Shibuya in Tokyo, which are in located at the outskirts of the central business
district (Refer to Figure A.4.1).
Figure A.4.1 Shops and Restaurants inside the Station
A.I - 4
IN JABODETABEK AREA
Final Report
A.I.5 Emergency Disaster Prevention Measures in the Metro Project

Disaster prevention measures mainly take into consideration the evacuation of passengers in the
event of an emergency such as flood, fire, earthquake, failure of traction power and terrorism.
Some examples of disaster prevention measures are shown in Figure A.5.1.
Flood Protection Gate at

Station Entrance
Flood Protection Gate

Inside Tunnel
In-Train Handy Fire

Extinguisher
Anti-Flood Panel at Station
Entrance
Flood Protection Valve

At Ventilation Shaft
Water Laving Pump

Fire Protection Gate Inside
Station
Installation Point of
Anti-Flood Panel
Figure A.5.1 Examples of Disaster Prevention Measures
A.I.6 Monorail System

The Simple and Slim concept of monorail systems enabled their construction using concrete
with lesser weight and volume than other railway systems. In this regard, a monorail system can
be implemented at a relatively shorter construction period and more economically. In addition, a
monorail system also provides a better city view due to its less volume of structures, as shown in
Figure A.6.1. These three advantages contribute to the fact that the Monorail System is an
environmentally friendly system.
a) Running over Bridge
b) Running alongside the Street
Courtesy of Hitachi, Ltd.
Figure A.6.1 Environmental-Friendly System of Monorail System
A.I - 5
IN JABODETABEK AREA
Final Report
The features of a Monorail System are described as follows:

(1) Line Alignment
In an urban area that is covered with structures
such as buildings, roads and bridges, the
flexible line alignment of the monorail system
mitigates the territorial interference with the
existing buildings and properties as shown in
Figure A.6.2.
(2) Duration of
Construction
Figure A.6.2 Line Alignment Ability
By using the precast concrete beams, which

are produced at a temporary casting yard,
the duration of construction for a monorail
system can be up to 30-50% less than other
railway systems as shown in Figure A.6.2.
(3) Cost Saving
Past data on railway system construction in
Courtesy to Hitachi, Ltd.
Japan show that the cost for beam structures
Figure A.6.2 Short Construction Period
used for monorail construction can save approximately 30% of the construction cost of
other railway infrastructure.
(4) Passenger Carrying Capacity
A monorail is not a mass railway transport system, but it is capable of carrying a similar
number of passengers. A monorail system with six cars and 90m long platform has the
capacity of carrying 48,320 passengers per hour per direction (pphpd), with a minimum
operating headway of 90 seconds and density of 6 passengers/m2.
(5) Monorail Train Appearance
Monorail is a proven system that has been implemented in various cities around the world.
Some examples of monorail trains are shown in Figure A.6.3.
Figure A.6.3 Monorail Train Appearance
A.I - 6
IN JABODETABEK AREA
Final Report
A.I.7 Bi-Mode Super Express Train

The Bi-mode Super Express Trains will be fully electric and bi-mode eco-friendly trains,
which can switch from electric to diesel power. An illustration of the Bi-mode Super Express
Train is as shown in Figure A.7.1.
Figure A.7.1 Bi-Mode Super Express Train
Shown in Figure A.7.2 are the features that increase the capacity and environmental performance
of trains over their current designs, i.e., the ability to divide a train in order to serve different
sub-routes; modular design with three different variants that can be powered by electricity, diesel
or both; and a design speed of 200 km/h accommodating higher maximum speeds up to 250 km/h
as shown in Figure A.7.2. The specifications also meet 'the flexibility to operate on inter-urban
and commuter routes as well as long-distance journeys'.
The traction systems either 25 kV AC overhead or bi-mode 25kV AC overhead with diesel
motors. All trains have at least one diesel motor for backup and depot use.
Figure A.7.2 Flexible Combination to Fit for Various Needs in Each Line of Hub-Network
A.I - 7
IN JABODETABEK AREA
Final Report
The bi-Mode drive system can operate the same train on both the Electrified and
Non-electrified sections. Initial investment cost is also reduced because it would be
unnecessary to build electrification facilities along the wayside (e.g., Power sub-station, Power
feeder line, and Cabling work).
A.I.8 Integrated Regional Utility System
The demand for energy integration and improvement of its efficiency are becoming more
complicated and diverse due to serious environmental regulations and higher health, safety, and
environment (HSE) requirements. In order to meet such complicated and diverse demands, the
integration of various components of the latest available technologies in different fields is
required. For example, an optimal regional utility system (integrated utility system) for industrial
complexes and surrounding regional communities is introduced, as shown in Figure A.8.1.
Overall Planning
Construction
&
Advanced technology asembly

Planning technology
Quantification technology
Comparative study/evaluation
System integration
Optimization simulation
Exergy analysis
Energy management
Engineering/LLDB
Operation mode analysis
Dynamics analysis
Vendor technology information
Troubleshooting
PLE analysis
Utility Supply system

Raw material
supply system
Electricity
Power-generation
facility
Fuel
Fuel supply facility
Steam
Steam-generation
facility
Recycling treatment
facility
Coal use
Gas use
Water use
Recycled
water
Cooling/heating
medium
Cooling/heating
medium facility
Water
Water intake/
outfall facility
Circulating cooling
water facility
Heat
IW/PW
Water treatment
facility
Cooling
Water
Air/N2/O2
AirN2 supply
facility
Power-generating
facility
Co-production
facility
Electricity
Wastewater
recycling facility
IndustrialUnits
Ports, Factories, Plants, etc
UTILITY
AREA
Waste
l ti
Flue gas
Wastewater
Wastewater treatment
facility
Waste solution
recovery/
Solid waste
Flue gas
recovery/treatment facility
Membrane
technology
Co-existence
with regional
communities
Wastewater and
energy from local
communities
Surrounding regional
environment
Release/disposal
Solid waste recovery/treatment

facility
Environment
assessment
Recovery/treatment system
Courtesy of Chiyoda Corporation
Figure A.8.1 Integrated Regional Utility System
The advantages of an integrated regional utility system are the following: (i) utilization of
A.I - 8
IN JABODETABEK AREA
Final Report
unused heat sources, (ii) utilization of unused power sources, (iii) maximum utilization of facility
capacity, (iv) sophistication of energy management, (v) improvement of industrial plant
efficiency and operability using a hybrid system, (vi) utilization of various membrane
technologies, (vii) water recycling and Zero Liquid Discharge, (viii) reuse of unused
wastewater, (ix) effective utilization of wide area energy through integration of energy from
public and localized facilities, and (x) integration with new energy sources suited for dispersed
and less environment-affecting regional energy utilization in order to fill the gap between the
existing and planned energy supply scheme.
A.I.9 Floating Storage and Regasification Unit (FSRU)
The energy demand in Indonesia has been growing far more rapidly than the energy industry can
accommodate. Thus, alternative resources are being studied by the energy industry in order to
address the deficit in energy production. Liquefied Natural Gas (LNG) is one of the alternatives
being explored. Recent advancements in technology have provided energy companies the ability
to transport and deliver LNG to long distances. Moreover, because of the impending energy
shortage, government agencies have relaxed the constraints, which have been imposed in recent
years on granting offshore construction permits in relation to LNG terminals. An illustration of an
FSRU is shown in Figure A.9.1. These terminals will help in the delivery of LNG to onshore
locations via subsea pipelines and infrastructure..
Courtesy of Chiyoda Corporation
Figure A.9.1 Regional Gas Utilization Node: FSRU
A.I.10 Jet Fuel Supply System (Hydrant System)

The Jet Fuel Supply System (Hydrant System) with the latest technologies can provide reliable
function based on its operations at Mombasa International Airport in Kenya, Narita and Chubu
International Airports in Japan, and Surabaya, Padang and Denpasar Bali International Airports in
Indonesia. The jet fuel supply system is as shown in Figure A.10.1.
Additionally, it can also provide the latest Baggage Handling System with In-line Security
Systems according to the MPA Study Teams experience in Tokyo International Airport.
A.I - 9
IN JABODETABEK AREA
Final Report
<Juanda International Airport Surabaya, Indonesia>

Courtesy of JGC Corporation
<Central Japan International Airport Nagoya, Japan>
Figure A.10.1 Jet Fuel Supply System
A.I.11 Low-Carbon Oriented Infrastructure

A Japanese-style water supply model can be established by integrating water supply business
with advanced technologies such as photovoltaic power generation, electricity storage, energy
saving equipment like heat pumps, vegetable plant factories, electric vehicles, and social
infrastructure like new transportation systems. It also considers integrating such technology with
information systems and operation and maintenance services, making it possible to provide
significant contribution to city planning, which is aimed at low-carbon oriented and energy
saving cities. A diagram of low-carbon oriented infrastructure is shown in Figure A.11.1.
Courtesy of JGC Corporation
Figure A.11.1 Low-Carbon-Oriented Infrastructure
A.I - 10

ANNEX II
POPULATION FORECAST
IN JABODETABEK AREA
Final Report
ANNEX II. POPULATION FORECAST
A.II.1 Population of Indonesia by Province

(1) Penduduk Indonesia menurut Provinsi 1971, 1980, 1990, 1995, 2000 dan 2010
Provinsi
Aceh
SumateraUtara
SumateraBarat
Riau
Jambi
SumateraSelatan
Bengkulu
Lampung
Kep.BangkaBelitung
KepulauanRiau
DKIJakarta
JawaBarat
JawaTengah
DIYogyakarta
JawaTimur
Banten
Bali
NusaTenggaraBarat
NusaTenggaraTimur
KalimantanBarat
KalimantanTengah
KalimantanSelatan
KalimantanTimur
SulawesiUtara
SulawesiTengah
SulawesiSelatan
SulawesiTenggara
Gorontalo
SulawesiBarat
Maluku
MalukuUtara
PapuaBarat
Papua
INDONESIA
1971
1980
2,008,595
2,611,271
6,621,831
8,360,894
2,793,196
3,406,816
1,641,545
2,168,535
1,006,084
1,445,994
3,440,573
4,629,801
519,316
768,064
2,777,008
4,624,785
4,579,303
6,503,449
21,623,529
27453525
21,877,136
25372889
2,489,360
2,750,813
25,516,999
29188852
2,120,322
2,469,930
2,203,465
2,724,664
2,295,287
2,737,166
2,019,936
2,486,068
701,936
954,353
1,699,105
2,064,649
733,797
1,218,016
1,718,543
2,115,384
913,662
1,289,635
5,180,576
6,062,212
714120
942,302
1,089,565
1,411,006
923440
1,173,875
119,208,229 147,490,298
Penduduk
1990
1995
3,416,156
3,847,583
10,256,027
11,114,667
4,000,207
4,323,170
3,303,976
3,900,534
2,020,568
2,369,959
6,313,074
7,207,545
1,179,122
1,409,117
6,017,573
6,657,759
8,259,266
9,112,652
35,384,352
39,206,787
28,520,643
29,653,266
2,913,054
2,916,779
32,503,991
33,844,002
2,777,811
2,895,649
3,369,649
3,645,713
3,268,644
3,577,472
3,229,153
3,635,730
1,396,486
1,627,453
2,597,572
2,893,477
1,876,663
2,314,183
2,478,119
2,649,093
1,711,327
1,938,071
6,981,646
7,558,368
1,349,619
1,586,917
1,857,790
2,086,516
1,648,708
1,942,627
179,378,946 194,754,808
2000
2010*)
3,930,905
4,494,410
11,649,655 12,982,204
4,248,931
4,846,909
4,957,627
5,538,367
2,413,846
3,092,265
6,899,675
7,450,394
1,567,432
1,715,518
6,741,439
7,608,405
900,197
1,223,296
1,679,163
8,389,443
9,607,787
35,729,537 43,053,732
31,228,940 32,382,657
3,122,268
3,457,491
34,783,640 37,476,757
8,098,780 10,632,166
3,151,162
3,890,757
4,009,261
4,500,212
3,952,279
4,683,827
4,034,198
4,395,983
1,857,000
2,212,089
2,985,240
3,626,616
2,455,120
3,553,143
2,012,098
2,270,596
2,218,435
2,635,009
8,059,627
8,034,776
1,821,284
2,232,586
835,044
1,040,164
1,158,651
1,205,539
1,533,506
785,059
1,038,087
760,422
2,220,934
2,833,381
206,264,595 237,641,326
Catatan:TermasukPenghuniTidakTetap(TunaWisma,Pelaut,RumahPerahu,danPendudukUlangalik/Ngelaju)
Sumber:SensusPenduduk1971,1980,1990,2000danSensusPendudukAntarSensus(SUPAS)1995
A.II - 1
IN JABODETABEK AREA
Final Report
(2) Rasio Jenis Kelamin menurut Provinsi 1971, 1980, 1990, 1995 dan 2000
Provinsi
1971
1980
1990
1995
NanggroeAcehDarussalam
100.21
101.49
101.05
100.01
SumateraUtara
101.32
100.72
99.76
99.24
SumateraBarat
93.69
95.53
95.88
94.07
Riau
104.63
103.99
105.16
102.77
Jambi
107.45
105.65
104.32
101.65
SumateraSelatan
99.51
102.05
101.19
102.08
Bengkulu
101.99
103.23
105.63
101.85
Lampung
102.33
107.28
105.51
104.89
Kep.BangkaBelitung
DKIJakarta
102.13
102.58
101.95
100.56
JawaBarat
96.79
99.12
100.51
100.82
JawaTengah
95.25
96.62
97.47
96.76
DIYogyakarta
94.28
96.25
96.71
98.34
JawaTimur
94.32
95.51
95.96
96.24
Banten
Bali
97.94
98.39
99.46
100.21
NusaTenggaraBarat
97.45
98.29
95.51
92.59
NusaTenggaraTimur
101.99
99.56
98.34
98.09
KalimantanBarat
104.21
103.49
103.85
104.81
KalimantanTengah
101.75
106.32
106.63
104.91
KalimantanSelatan
96.31
98.82
99.63
99.39
KalimantanTimur
106.96
111.64
110.91
106.23
SulawesiUtara
100.57
102.27
102.74
102.99
SulawesiTengah
104.63
106.44
105.08
102.67
SulawesiSelatan
94.77
94.94
95.5
94.88
SulawesiTenggara
91.31
96.89
99.7
96.61
Gorontalo
Maluku
103
104.43
103.82
102.98
MalukuUtara
Papua
141.44
109.29
110.49
103.83
INDONESIA
97.18
98.82
99.45
99.09
Sumber:SensusPenduduk1971,1980,1990,2000,danSensusPendudukAntarSensus(SUPAS)1995
A.II - 2
2000
101.1
99.8
96.1
104.4
104.2
101
103.2
106.2
104
102.5
102.1
99.2
98.3
97.9
101.5
101
94.2
98.6
104.7
106.8
100.5
109.7
104.9
104.7
95.1
100.7
101
102.8
104.7
110.4
100.6
IN JABODETABEK AREA
Final Report
(3)
Angka Fertilitas Total menurut Provinsi 1971, 1980, 1985,

1999
Provinsi
1971 1980 1985 1990
NanggroeAcehDarussalam
6
5 4.79
4
SumateraUtara
7
6
5
4
SumateraBarat
6.18
6
5
4
Riau
5.94
5
5
4
Jambi
6.39
6 4.62
4
SumateraSelatan
6
6 4.78
4
Bengkulu
7
6
5
4
Lampung
6 5.75
5
4
DKIJakarta
5 3.99 3.25
2
JawaBarat
6
5
4
3
JawaTengah
5.33 4.37 3.82
3
DIYogyakarta
5
3 2.93
2
JawaTimur
4.72
4
3.2
2
Bali
6
4 3.09
2
NusaTenggaraBarat
7 6.49
6
5
NusaTenggaraTimur
6 5.54 5.12
5
KalimantanBarat
6 5.52 4.98
4
KalimantanTengah
7 5.87
5
4
KalimantanSelatan
5
5 3.74
3
KalimantanTimur
5
5 4.16
3
SulawesiUtara
6.79
5
4
3
SulawesiTengah
6.53
5.9
5
4
SulawesiSelatan
6
5
4
4
SulawesiTenggara
6 5.82 5.66
5
Maluku
7
6 5.61
5
Papua
7
5
5
5
INDONESIA
6
5
4
3
1990, 1991, 1994, 1998, dan

1991 1994 1998 1999
3.76
3.3 2.78 2.69
4.17 3.88 3.08
3
3.6 3.19 2.94 2.87
n.a
3.1 2.85 2.77
n.a 2.97 2.87
2.8
3.43 2.87 2.78 2.71
n.a 3.45 2.83 2.77
3.2 3.45 2.74 2.66
2.14
1.9
2
2
3 3.17 2.61 2.55
2.85 2.77 2.41 2.37
2.04 1.79
2
2
2 2.22 2.02 2.02
2 2.14
2
2
3.82 3.64 3.12 3.05
n.a 3.87 3.15 3.06
3.94 3.34 2.92 2.81
n.a 2.31 2.86 2.81
2.7 2.33 2.58 2.53
n.a 3.21
2.6 2.55
2.25 2.62 2.38 2.36
n.a 3.08 2.78 2.72
3.01 2.92
2.7 2.65
n.a
3.5
3 2.87
n.a
3.7 2.92 2.82
n.a 3.15 3.03 2.96
3 2.85 2.65 2.59
Sumber:SensusPenduduk1971,1980,1990,SensusPendudukAntarSensus(SUPAS)1985,SurveiDemografidanKesehatan
Indonesia(SDKI)1991dan1994
A.II - 3
IN JABODETABEK AREA
Final Report
(4)
Migrasi Seumur Hidup (Life Time Migration) Tahun 1971, 1980, 1985, 1990, 1995, 2000
dan 2005
Provinsi
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
NanggroeAceh
Darussalam
SumateraUtara
SumateraBarat
Riau
Jambi
SumateraSelatan
Bengkulu
Lampung
BangkaBelitung
KepulauanRiau
DKIJakarta
JawaBarat
JawaTengah
DIYogyakarta
JawaTimur
Banten
Bali
NusaTenggaraBarat
NusaTenggaraTimur
KalimantanBarat
KalimantanTengah
KalimantanSelatan
KalimantanTimur
SulawesiUtara
SulawesiTengah
SulawesiSelatan
SulawesiTenggara
Gorontalo
SulawesiBarat
Maluku
MalukuUtara
Papua
PapuaBarat
1971
1980
1985
MigrasiMasuk:
1990
1995
2000
2005
61,906
146,307
159,495
194,709
228,641
100,166
1)
547,405
88,832
217,134
160,041
333,875
36,380
1,003,550
2)
3)
1,821,833
383,560
260,308
101,204
297,948
4)
22,758
34,117
13,039
24,342
50,235
67,285
40,857
50,356
51,320
71,411
26,024
5)
6)
43,530
7)
33,923
8)
570,863
134,712
356,272
298,366
617,745
122,785
1,793,053
2)
3)
2,599,367
1,003,758
350,724
180,367
465,949
4)
65,271
56,081
42,614
112,244
142,257
145,417
296,963
91,460
187,024
118,984
106,027
5)
6)
130,109
7)
96,079
8)
485,155
138,294
315,399
344,905
576,482
120,106
1,861,253
2)
3)
3,079,693
1,367,377
530,385
229,125
567,143
4)
53,897
61,539
42,469
85,164
137,971
182,663
384,418
74,819
170,323
132,060
160,035
5)
6)
119,244
7)
156,756
8)
459,652
217,796
689,036
473,434
936,817
251,621
1,730,903
2)
3)
3,170,215
2,408,626
516,315
266,500
575,541
4)
124,919
69,466
48,159
199,829
241,192
274,745
604,549
89,096
287,447
225,279
237,602
5)
6)
186,735
7)
262,873
8)
552,450
260,845
884,769
482,795
1,038,898
332,080
1,923,928
2)
3)
3,371,384
3,615,099
672,978
347,245
808,995
4)
157,902
75,227
57,915
250,617
325,028
321,955
741,109
76,084
351,609
304,296
260,141
5)
6)
160,477
7)
274,276
8)
447,897
245,000
1,534,849
566,153
987,157
355,048
1,485,218
94,334
3)
3,541,972
3,271,882
708,308
385,117
781,590
1,758,408
221,722
107,605
106,053
269,722
423,014
360,324
856,251
147,091
369,634
273,875
366,817
26,888
6)
75,540
60,834
332,015
8)
447,332
300,322
1,335,873
551,469
902,044
311,326
1,596,545
95,129
542,811
3,337,161
3,764,889
741,588
466,941
660,663
1,731,081
249,951
100,811
102,222
263,080
393,828
400,562
990,736
165,689
358,601
341,770
341,057
39,487
6)
73,356
63,384
430,167
8)
MigrasiKeluar:
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
NanggroeAceh
Darussalam
SumateraUtara
SumateraBarat
Riau
Jambi
SumateraSelatan
Bengkulu
Lampung
BangkaBelitung
KepulauanRiau
DKIJakarta
JawaBarat
JawaTengah
DIYogyakarta
JawaTimur
Banten
Bali
NusaTenggaraBarat
NusaTenggaraTimur
KalimantanBarat
KalimantanTengah
KalimantanSelatan
65,835
116,010
119,178
125,563
181,574
244,314
1)
188,326
324,897
41,636
27,487
199,060
24,753
29,728
2)
3)
132,215
1,192,987
1,798,001
266,933
749,848
4)
57,072
12,764
26,222
35,109
11,514
84,257
417,659
558,804
86,540
47,151
333,024
39,019
57,664
2)
3)
400,767
1,487,935
3,227,892
253,447
1,597,851
4)
117,828
44,487
47,534
72,358
25,086
169,561
562,885
559,636
93,745
50,138
368,622
39,664
112,144
2)
3)
593,936
1,660,517
3,305,362
656,190
1,822,761
4)
159,011
42,163
58,460
72,646
35,590
195,946
770,093
642,908
127,672
77,299
443,384
46,720
167,565
2)
3)
1,052,234
1,751,879
4,524,988
508,215
2,479,487
4)
221,599
96,774
99,442
116,735
47,700
201,936
1,025,451
837,493
169,941
112,204
580,077
66,762
273,061
2)
3)
1,589,285
1,891,615
5,014,822
861,679
2,879,389
4)
230,149
107,261
118,625
126,834
57,448
245,595
1,336,772
937,799
164,358
149,376
525,954
73,390
385,748
120,027
3)
1,836,664
2,046,279
5,354,459
784,154
3,063,297
475,440
250,724
145,546
156,602
154,620
53,291
255,595
1,314,117
921,180
208,049
134,793
573,865
82,703
447,476
99,223
9,612
2,045,630
1,984,620
5,538,952
814,289
3,220,158
444,503
248,007
143,435
173,884
156,631
87,712
297,766
A.II - 4
IN JABODETABEK AREA
Final Report
23
24
25
26
27
28
29
30
31
32
33
KalimantanTimur
SulawesiUtara
SulawesiTengah
SulawesiSelatan
SulawesiTenggara
Gorontalo
SulawesiBarat
Maluku
MalukuUtara
Papua
PapuaBarat
23,723
60,837
34,274
241,726
30,771
5)
6)
36,613
7)
6,449
8)
34,059
121,231
33,912
511,725
89,957
5)
6)
64,725
7)
15,559
8)
48,115
150,142
31,513
541,446
68,628
5)
6)
83,513
7)
25,495
8)
63,533
153,466
48,360
641,961
107,673
5)
6)
95,361
7)
30,786
8)
88,646
218,240
47,793
792,342
125,403
5)
6)
135,727
7)
47,356
8)
90,635
151,326
74,463
874,338
95,189
113,050
6)
157,066
43,712
46,824
8)
97,498
166,157
75,776
968,140
122,593
100,691
6)
170,627
47,039
46,882
8)
MigrasiNeto:
2
3
4
5
6
7
8
9
10
11
12
NanggroeAceh
Darussalam
SumateraUtara
SumateraBarat
Riau
Jambi
SumateraSelatan
Bengkulu
Lampung
BangkaBelitung
KepulauanRiau
DKIJakarta
JawaBarat
13
JawaTengah
14
DIYogyakarta
15
JawaTimur
3,929
30,297
40,317
69,146
47,067
144,148
1)
359,079
236,065
175,498
132,554
134,815
11,627
973,822
2)
3)
1,689,618
809,427
1,537,693
165,729
153,204
424,092
269,732
251,215
284,721
83,766
1,735,389
2)
3)
2,198,600
484,177
2,877,168
73,080
1,131,902
4)
52,557
11,594
4,920
39,886
117,171
24,144
262,904
29,771
153,112
392,741
16,070
5)
6)
65,384
7)
80,520
8)
77,730
421,342
221,654
294,767
207,860
80,442
1,749,109
2)
3)
2,485,757
293,140
2,774,977
427,065
1,255,618
4)
105,114
19,376
15,991
12,518
102,381
13,283
336,303
75,323
138,810
409,386
91,407
5)
6)
35,731
7)
131,261
8)
310,441
425,112
561,364
396,135
493,433
204,901
1,563,338
2)
3)
2,117,981
656,747
4,008,673
241,715
1,903,946
4)
96,680
27,308
51,283
83,094
193,492
72,809
541,016
64,370
239,087
416,682
129,929
5)
6)
91,374
7)
232,087
8)
473,001
576,648
714,828
370,591
458,821
265,318
1,650,867
2)
3)
1,782,099
1,723,484
888,875
692,799
1,370,491
416,777
461,203
281,658
1,099,470
25,693
3)
1,705,308
1,225,603
866,785
620,858
1,127,824
416,676
328,179
228,623
1,149,069
4,094
533,199
1,291,531
1,780,269
4,341,844
4,646,151
4,797,364
451,900
514,434
399,037
347,348
2,070,394
2,281,707
2,559,495
16 Banten
4)
4)
1,282,968
1,286,578
17 Bali
34,314
72,247
29,002
1,944
18 NusaTenggaraBarat
21,353
32,034
37,941
42,624
19 NusaTenggaraTimur
13,183
60,710
50,549
71,662
20 KalimantanBarat
10,767
123,783
115,102
106,449
21 KalimantanTengah
38,721
267,580
369,723
306,116
22 KalimantanSelatan
16,972
76,360
104,729
102,796
23 KalimantanTimur
17,134
652,463
765,616
893,238
24 SulawesiUtara
10,481
142,156
4,235
468
25 SulawesiTengah
17,046
303,816
295,171
282,825
26 SulawesiSelatan
170,315
488,046
600,463
626,370
27 SulawesiTenggara
4,747
134,738
271,628
218,464
28 Gorontalo
5)
5)
86,162
61,204
29 SulawesiBarat
6)
6)
6)
6)
30 Maluku
6,917
24,750
81,526
97,271
31 MalukuUtara
7)
7)
17,122
16,345
32 Papua
27,474
226,920
285,191
383,285
33 PapuaBarat
8)
8)
8)
8)
Catatan:
Migrasiseumurhidupadalahmigrasidimanatempattinggalseseorangpadasaatpencacahanberbedadengantempatlahirnya
1)
NADtidaktermasukdalamcakupanSUPAS2005karenaperistiwagempabumidantsunami
2)
BangkaBelitungmasihbergabungdenganSumateraSelatan
3)
KepulauanRiaumasihbergabungdenganRiau
4)
BantenmasihbergabungdenganJawaBarat
5)
GorontalomasihbergabungdenganSulawesiUtara
6)
SulawesiBaratmasihbergabungdenganSulawesiSelatan
7)
MalukuUtaramasihbergabungdenganMaluku
8)
PapuaBaratmasihbergabungdenganPapua
Sumber:SensusPenduduk1971,1980,1990,2000danSurveiPendudukAntarSensus(SUPAS)1985,1995,2005
A.II - 5
IN JABODETABEK AREA
Final Report
A.II.2 BAPPENAS Indonesia Population Projection 2005 - 2025
A.II - 6
IN JABODETABEK AREA
Final Report
A.II.3 Population Census 2010

(1) DKI Jakarta
(2) Kabukaten Bogor
A.II - 7
IN JABODETABEK AREA
Final Report
(3) Kabupaten Bekasi
(4)KotaBogor
A.II - 8
IN JABODETABEK AREA
Final Report
(5) Kota Bekasi
(6)KotaDepok
A.II - 9
IN JABODETABEK AREA
Final Report
(7) Kabupaten Tanerang
(8) Kota Tangerang
A.II - 10
IN JABODETABEK AREA
Final Report
(9) Kota Tangerang Selatan
(10) Kabupaten Karawang
A.II - 11
IN JABODETABEK AREA
Final Report
(11) Provinsi Banten
A.II - 12

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MASTER PLAN FOR ESTABLISHING METROPOLITAN PRIORITY AREA FOR INVESTMENT AND INDUSTRY

7.6.2 Water Supply and Sewerage System

Source: MPA Study Team

Figure 7.6.8 Study Area for Water Supply

Table 7.6.9 Target Service Ratios

c) Per Capita Consumption

Works (PU) guidelines as presented in Table 7.6.10:

Per Capita Consumption

d) Volumetric Ratio of Non-domestic Purpose Water against Domestic Purpose

Bekasi (PDAM Kota Bekasi, PDAM Kabupaten Bekasi)

Karawang (PDAM Kabupaten Karawang)

Bogor (PDAM Kota Bogor, PDAM Kabupaten Bogor)

Tangerang (PDAM Kota Tangerang, PDAM Kabupaten Tangerang)

Incremental (2010 - 2020)

3) Total Water Demand

Table 7.6.14 Water Demand for PDAM and Industrial Water

Source: MPA Study Team

(2) PDAM Water Supply Development Strategy

Table 7.6.18 Facility Expansion Plan for Bogor

Existing production capacity in Bogor is expected to be upgraded by 1,000 l/s in 2015

Table 7.6.20 Planned PDAM Service Ratio up to 2020

Table 7.6.21 Target Effect Indicator for Water Supply

Source: MPA Study Team

Figure 7.6.9 Present Water Allocation

Source: MPA Study Team

Figure 7.6.10 Water Demand and Supply Condition

WTC Rehabilitation (On-going)

Jatiluhur Pipeline 1st (FS stage)+2nd

Source: MPA Study Team

Cisadane Rural Water Supply Ciliwung

Figure 7.6.11 Water Allocation Plan in 2020

Rehabilitation of West Tarum Canal (WTC)

Rural Water Supply Project (SPAM IKK)

Karawang WTC Irrigation

Jatiluhur Prioject 1st and 2nd

Source: PJT-II, MPA Study Team

Figure 7.6.12 Envisaged Water Balance in WTC

(5) Future Water Allocation Strategy up to 2030

A4 (4) Development of Water Supply Systems for Large-scale Infrastructure

(6) Sewerage Development Strategy

In 2020, the plan is to increase the sewerage coverage ratio from 2% to

Existing Sewerage Area

Figure 7.6.14 Planned Sewerage Zones in DKI Jakarta

The sub-zones population density is high, thus, the immediate effects of

The land area for wastewater treatment plant is secured.

Table 7.6.22 Target Effect Indicator for Sewerage System

Source: MPA Study Team

Replacement of conventional septic tanks with modified septic tanks, as the

Introduction of regular de-sludging for the households;

Promotion of the individual treatment plant (ITP) in housing development areas;

Promotion of the replacement of remaining septic tanks of commercial and public

Expansion of the capacity of sludge treatment plants.

A4 (3) Development of Sewerage System in DKI Jakarta

Waste Management System

(1) Future Prediction of Non Hazardous Solid Waste

Figure 7.6.15 Preliminary Estimated Waste Generation Amount in JABODETABEK Area

Source: JBIC SAPROF Final Report (2008)

Figure 7.6.16 Waste Characterization in DKI Jakarta

(2) Future Waste Stream Based on the Strategy and Target