94
EU ‐ ACTIVE PROJECT
INDONESIAN PORTS INFRASTRUCTURE FINAL REPORT
October 2012
PT GLENDALE PARTNERS Menara Global, 23rd Floor
Jl. Gatot Subroto Kav 27, Jakarta 12950 Ph : +62 21 5270 426, + 62 5270 438 Fax ; +62 21 5270 433
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EXECUTIVE SUMMARY
A project funded by the EU has involved the study of a number of key sectors of the Indonesian economy. One of the sectors chosen for examination has been that of Indonesia’s maritime ports. The coordinator of the overall study has been the Indonesia Netherlands Association (INA), with the ports sector assigned to the British Chamber of Commerce in Indonesia (BritCham), which in turn engaged one of its member companies specialising in infrastructure to undertake a desk-study review of the ports sector in Indonesia. This report is the culmination of that study, which was carried out over the period February to September 2012 on a part-time basis.
A short review is made of the impact of the major political changes that took place in the country following the Asian Economic Crash of 1998, which hit Indonesia hard, and of the economy, which recovered following this period to achieve the current growth rate of 6.0-6.5%. The point was made, however, that to sustain or surpass this level of economic growth in the future significant investment was required in infrastructure in all areas. That required for ports in the ensuing 5 year period is estimated to be in the order of US$40 billion, with a high level of private sector support required over that to be committed by government.
This political and economic review was followed by an overview of the structure of the industry, particularly following the structural changes that emanated from the issuing of the new law for the ports and shipping sector in 2008, Law 17/2008.
The hierarchy of the different ports across the country, of which there are some 1900 havens, is shown from the highest category of those publicly administered by the state-owned operating companies, down to fishing and special purpose ports with the main differences being addressed.
The main roles of the Ministry, under its Directorate General of Sea Transport, Port Authorities and the 4 State-owned Port Operating companies, the Pelindos, and their interacting roles is briefly described before more detail is provided about each of the Pelindos, numbered I-IV, with each having jurisdictional responsibility for a segment of the archipelago. Pelindo I is responsible for Northern Sumatra, and Pelindo IV the eastern part of the country, with Pelindos II and III having charge of the segments in between.
Pelindo II is the largest of the four, based on western Java, the centre of the industrial heartland of the country, and headquartered in the capital city of Jakarta. Its operation altogether amounts to almost the combined output of the other three
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operations put together. As part of its increasing international outlook, Pelindo II has been renamed as the Indonesian Ports Corporation.
A major container port expansion is underway at Tanjung Priok, the Jakarta port, and this plus two other projects to upgrade container operations, albeit strictly outwith the jurisdictional area of the IPC, at Batam, off Singapore, and Sorong in Papua, are briefly described. Mention is also made of other work ongoing in the other Pelindos.
Successful port operations require good hinterland connections, in particular roads. The study summarises the current status of both road and rail infrastructure across the country and the need for parallel investment to match that expected in ports. Logistical costs of transporting goods in Indonesia have been evaluated as among the highest if not the highest in Asia. The country’s standing worldwide, as measured in the World Bank’s Logistics Performance Index is relatively poor, particularly when compared with its peers. Most of this poor performance is directly related to the poor condition of much of the road network as well as the result of years of underinvestment in the ports sector along with underperfomance in operations.
The different types of shipping trade, whether container, bulk or liquid or general cargo have been discussed, with the expansion over the past few years highlighted as well as that forecast for the years ahead. The shipping fleet, ferry transport and the fishing Industry all badly need to be upgraded and expanded, however, and offer opportunities for investment.
In May 2011 the Government of Indonesia unveiled a detailed plan for the economic development of the archipelago, the MP3EI, or 6 Corridor Economic Development Plan. The objectives of this comprehensive approach to accelerate economic growth across the regions are stated and each of the 6 corridors is then briefly overviewed, with a particular focus on infrastructure and, in turn, that pertaining to ports and their importance in the delivery of the objectives of the MP3EI. Attention to this plan will be necessary when focusing on investment across the country.
Finally, a short section is included on financing issues as well as a restatement of opportunities in summary.
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Contents
Page
EXECUTIVE SUMMARY i
1.0. INTRODUCTION 1
2.0. THE EU ACTIVE PROJECT – PORTS AND SHIPPING 2
3.0 OBJECTIVES AND SCOPE OF THE STUDY 2
4.0 POLITICAL AND ECONOMIC OVERVIEW 3
5.0 THE STRUCTURE OF THE PORTS AND SHIPPING INDUSTRY 6
Port Master Plan 8
Port Hierarchy and Profile 8
Non-administered Public Ports 11
Special Purpose Ports 12
Coal Terminals 13
Secondary and Rural Fishing Harbours 14
6.0 CHANGES IN REGULATIONS FOR THE PORT SECTOR 16
7.0 PELINDO RESPONSIBILITIES 17
8.0 PORT AUTHORITIES 18
9.0 PROFILE OF PELINDOS 18
Pelindo I 18
Pelindo II 21
New Priok 24
Batam Transhipment 24
Sorong 25
Pelindo III 29
Pelindo IV 32
10.0 CONTAINER SHIPPING 35
11.0 GENERAL, DRY AND LIQUID BULK CARGOES 41
12.0 FERRY TRANSPORT 45
13.0 COLD STORAGE FACILITIES 47
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LOGISTICS & CONNECTING INFRASTRUCTURE – ROAD AND RAIL 48
14.0 GENERAL 48
14.1 ROADS 48
14.2 RAIL 53
14.3 LOGISTICAL ISSUES 55
THE 6 CORRIDOR ECONOMIC DEVELOPMENT PLAN – MP3EI 58
15.0 INTRODUCTION AND OBJECTIVES 58
15.1 THE MAIN ECONOMIC ACTIVITIES: PORTS HIGHLIGHT S 59
16.0 FINANCING ISSUES 71
17.0 SUMMARY, CONCLUDING REMARKS & OPPORTUNITIES 73
18.0 ACKNOWLEDGEMENTS 74
19.0 REFERENCES 75
APPENDICES 76
Appendix 1 1st Seminar Agenda 76
Appendix 2 2nd Seminar Agenda 77
Appendix 3 List of Identified Non-Administered Public Ports 78
Appendix 4 List of Identified Special Ports/Harbours 82
Appendix 5 Numbers of Fisheries Ports by Province 84
Appendix 6 Contact details for Ministry and Pelindo Offices 85
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List of Figures
Page
FIGURE 1.1 Main Ports of Indonesia 1
FIGURE 4.1 Current and Forecast Steady Expansion of the GDP Per-Capita, 2010 – 45 4
FIGURE 4.2 Indonesian Key Natural Resources 5
FIGURE 5.1 Jurisdictional Area of Each of the Pelindos 7
FIGURE 5.2 Six Non-Administered Public Ports 11
FIGURE 5.3 Special Purposes Ports 12
FIGURE 5.4 Coal Anchorages in Indonesia 13
FIGURE 5.5 Coal Production, Exports and Domestic Sales in Indonesia (2003 – 2010) 13
FIGURE 5.6 Indonesian Fisheries Ports 14
FIGURE 6.1 Changes in Regulations for the Port Sector 16
FIGURE 9.1 Jurisdictional Area of Pelindo 1 18
FIGURE 9.2 Pelindo I Ports 19
FIGURE 9.3 Belawan Port – Profile 20
FIGURE 9.4 Jurisdictional Area of Pelindo II 21
FIGURE 9.5 Pelindo II Ports 22
FIGURE 9.6 Tanjung Priok Port (Main Port of Pelindo II) - Profile 23
FIGURE 9.7 New Priok (Kalibaru) Port Master Plan 26
FIGURE 9.8 Transhipment Hub at Batam 27
FIGURE 9.9 Sorong Port Container Terminal 28
FIGURE 9.10 Jurisdictional area of Pelindo III 29
FIGURE 9.11 Pelindo III Ports 30
FIGURE 9.12 Tanjung Perak Port (Main Port of Pelindo III) Profile 31
FIGURE 9.13 Jurisdictional Area of Pelindo IV 32
FIGURE 9.14 Pelindo IV Ports 33
FIGURE 9.15 Makassar Port (Main Port of Pelindo IV) Profile 34
FIGURE 10.1 Port Ranking in the World Container Shipping Lanes 35
FIGURE 10.2 Indonesian Container Traffic Projections from 2010 to 2030 under Alternative Growth Scenarios 36
FIGURE 10.3 2009 Domestic Container Trade Flows in Indonesia 37
FIGURE 10.4 2009 International Container Trade Flows in Indonesia 38
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FIGURE 10.5 Growth of Container Flows within Indonesian Ports Corporation I-IV 2006-2010 40
FIGURE 10.6 Growth in Number of Ships Calls within Pelindos I-IV, 2006-2010 41
FIGURE 11.1 Forecast of Total Indonesian Cargo Handled under Alternative Growth Scenarios 41
FIGURE 11.2 2009 Domestic General Cargo Trade Flows in Indonesia 42
FIGURE 11.3 2009 Domestic Dry Bulk Trade Flows in Indonesia 42
FIGURE 11.4 2009 Domestic Liquid Bulk Trade Flows in Indonesia 43
FIGURE 11.5 2009 International General Cargo Trade Flows in Indonesia 43
FIGURE 11.6 2009 International Dry Bulk Trade Flows in Indonesia 44
FIGURE 11.7 2009 International Liquid Bulk Trade Flows in Indonesia 44
FIGURE 12.1 Commercial Ferry Passengers (2006-2010) 45
FIGURE 12.2 Ferry Transport Vessels in Service (2006-2010) 46
FIGURE 13.1 Cold Storage Opportunities 47
FIGURE 14.1 Low Network Density 48
FIGURE 14.2 Nature of Road Network 49
FIGURE 14.3 Java Toll Roads Network 50
FIGURE 14.4 Jabodetabek Toll Roads Network 51
FIGURE 14.5 Condition of Road Network 52
FIGURE 14.6 Main Rail Nework of Java in 2010 54
FIGURE 14.7 World Scale for Logistics Performance 56
FIGURE 14.8 2010 Indonesia Infrastructure Quality 56
FIGURE 15.1 Connectivity of the 6 Economic Development Corridors 58
FIGURE 15.2 22 Main Economic Activities 59
FIGURE 15.3 MP3EI and National Port Master Plan (NPMP) 60
FIGURE 15.4 Corridor 1: Sumatra and Port Highlights 62
FIGURE 15.5 Corridor 2: Java and Port Highlights 64
FIGURE 15.6 Corridor 3: Kalimantan and Port Highlights 66
FIGURE 15.7 Sulawesi and Port Highlights 67
FIGURE 15.8 Corridor 5: Bali and Nusa Tenggara with Port Hightlights 69
FIGURE 15.9. Corridor 6: Papua and Maluku with Port Highlights 70
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List of Tables
Page
Table 5.1 Administered Public Ports under Pelindo I – IV 9
Table 5.2 Fishing Harbours 15
Table 10.1 Forecast of Total Indonesian Cargo Demand under Alternative Growth 36
Table 10.2 Top 50 Ports in Indonesia 39
Table 12.1 Ferry Volumes (2006-2010) 45
Table 13.1 Potential Marine Aquaculture Area Available in Maluku 47
Table 16.1 Infrastructure Quality in Selected Asian Countries 71
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EU ACTIVE PROJECT
A STUDY OF INDONESIA’S PORTS
FINAL REPORT OCTOBER 2012
1.0 INTRODUCTION
After two decades of neglect in terms of investments, Indonesian seaports, the main ones of which are shown in Figure 1.1, have been attracting increasing attention following the issuing of a new law (Law 17/2008) for the ports and shipping sector. Investment and developments are urgently required in the shipping industry, the primary means of large volume cargo transport, which is absolutely vital for an archipelagic country. Until some 6 years ago attention to the sector had not been keeping pace with requirement, and had been increasingly falling behind the potential and manifest demand for shipping services once the growth in the economy began to take off. This was effectively from 2005 when Indonesia shrugged off the slowdown enforced on the country from the 1998 Asian Economic Crisis.
The industry remains inefficient with significantly greater operating costs compared with neighbouring countries, and failure to expand to meet the increasing trade demand has shown up the lack of available shipping tonnage as well as the poor condition of the country’s ports. There was for many years no incentive within the country to develop the market or to invest.
Urgent steps have had to be taken in recent years to prepare conditions for and invest in the industry to support the country’s rapidly recovering and expanding economy.
Source: MOT Figure 1.1
Main Ports of Indonesia
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Furthermore, it has been recognised that the funding required to meet the large scale of development in port infrastructure cross the country would need significant support from the private sector, including international capital markets, for which pertaining investment conditions have been inadequate.
2.0 THE EU ACTIVE PROJECT – PORTS AND SHIPPING
The EU Active project is funded by the EU and coordinated by INA (Indonesia Netherlands Association), the Dutch Business Chamber in Indonesia. It encompasses a study of a number of key sectors of the Indonesian economy, all of interest to EU countries. One of the sectors has concerned seaports, the responsibility for which was assigned by INA to BritCham (British Chamber of Commerce in Indonesia), which in turn engaged one of its member companies, Glendale Partners, a consulting firm specialising in infrastructure to carry out a comprehensive review of the ports infrastructure in Indonesia.
The project commenced in February 2012, a contract of engagement being signed on 29th February 2012. The work to be covered in the project would be largely in the form of a desk study (part-time), complemented by two workshops, which would highlight some key features of the industry as well as provide an interim statement of results from the study. The workshops were conducted on 24th May 2012 and again on 25th September 2012, each held in the Mercantile Athletic Club, World Trade Center, Jakarta. The agenda of each workshop is given in Appendices 1 and 2.
3.0 OBJECTIVES AND SCOPE OF THE STUDY
• To present an in-depth appreciation of the seaport sector in Indonesia, which would include but not be limited to, where information was available: - Profile of ports - Identification of constraints, strengths and weaknesses of current port
management and operations • To present, through overview the importance of land connectivity as
supporting infrastructure to seaport activities in Indonesia • To identify where there may be appropriate opportunities that might be of
interest to the EU along with attendant risks.
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4.0 POLITICAL AND ECONOMIC OVERVIEW
Indonesia was the most badly hit of Asian regional economies in 1998 as a result of the Asian Economic Crisis, with its GDP crashing that year from a healthy positive growth position in preceding years to -14% accompanied by a major debasing of the currency. The economic crash also brought about the end of the autocratic form of government that had been in place for 32 years and for many of the 20 years before that, following Independence. The nation consciously decided to adopt a democratic approach to government, becoming a fully-fledged democracy in a matter of 6 years.
Within 2 years from 1998 the economy had recovered to show a small positive GDP growth which improved gradually over the ensuing few years before reaching 5% by the middle of the first decade of the 21st century. From this point it has proceeded onwards to its present level of 6-6.5%, although it should be noted that the growth temporarily slowed down to 4% during the 2008 Global Economic Crisis, the effects of which are still current across the world. This short period of slower growth was still, however, a significantly better performance than that achieved by many other countries at this time, due to a robust and expanding consumer market.
From a debt to GDP ratio of about 100% in 2000, strong, careful fiscal policies by the Ministry of Finance have reduced this figure to an impressive 25%, one of the lowest in the world.
Having espoused the role to democracy in 1998, the country also adopted a policy of decentralisation with the passing of the Regional Autonomy Law in 1999 (No.22), last amended by Law No.32 in 2004, with the objective of strengthening the role of local governments. These, in turn, would be expected to take increasing responsibility for steady economic development in their respective areas of jurisdiction. The impact of this is becoming increasingly obvious with some regions now performing better than the national average, and thus offering an encouraging platform the development set out in the 6-Corridor Economic Development Plan, the MP3EI, which was tabled in 2011 and which is discussed more fully below.
Indonesia has now matured into a politically stable country with a steadily growing economy. It is the 16th largest economy in the world destined, with continued steady growth, to become the 7th largest by 2030. It is the dominant growth centre within ASEAN and comprises 40% of the overall ASEAN economy. Its population is the 4th largest in the world, currently 245 million with a good demographic structure, and the country also offers a useful counterbalancing market to the giants of Asia, China and India.
It is now a member of the G20 group of nations and was re-established at investment grade by world leading rating agencies at the beginning of the year. With its very important large raw material and energy resources along with a fast-expanding and maturing consumer market based on its large population and balanced demographic profile for the foreseeable 30 years, Indonesia is attracting
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considerable investor interest. It will shortly become a trillion dollar economy with steadily expanding GDP per-capita profile. This is highlighted in Figure 4.1.
Figure 4.1
Current and Forecast Steady Expansion of the GDP Per-Capita, 2010 - 45
While 58% of the population is based on Java, along with 83% of national industry, and there is rapid urbanization taking place in and around the main cities of Jakarta (greater Jakarta with 27 million of a population is now the 2nd largest conurbation in the world), Surabaya, Bandung and Semarang, urbanization is also taking place at other main population centres across the country. Some of these are expanding on the back of increasing activities in clean energy developments, particularly in development of the large geothermal energy resources, as well as in expansion of commodity and agriculturally based industries and series attracted by these.
Indonesia is one of most important countries worldwide for the production of key natural resources and this is set out in Figure 4.2. There are also further reserves of oil yet to be explored.
3,000
5,300 9,000
14,900
22,500
30,400
38,600
46,900
2010 2015 2020 2025 2030 2035 2040 2045
PREPARATION ACCELERATION SUSTAINABILITY
Nominal GDP (US$ Billion) 711 1,335 2,416 4,257 6,793 9,706 12,989 16,578
Population (Million people)237 253 269 286 302 319 336 353
Nominal GDP per Capita USD
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Figure 4.2
Indonesian Key Natural Resources
However, the rate of development of the country has been and is seriously hampered by inadequate infrastructure right across the archipelago, very much including that related directly and indirectly to ports, which is the subject of this study.
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5.0 THE STRUCTURE OF THE PORTS AND SHIPPING INDUSTRY
There are three main ‘players’ in the structure of the Indonesian ports and shipping industry. These are (i) the National Government, (ii) Port Authorities, and (iii) the Pelindo companies, State-Owned port operating companies.
The National Government, through the Ministry of Transport, is responsible for drawing up the National Ports Master Plan that also addresses the country’s connectivity needs, Policy matters, Implementing Regulations and International Relations. Its Key Performance Indicators (KPIs) are (i) measurement of sea freight costs with the objective of accepting ships that will provide the lowest sea freight costs, (ii) to facilitate movement in the market by accelerating the service of ships and reducing delays, and (iii) to assess route costings, with a view to improving productivity along with much needed training and capacity development and better information services. Policies are to be focused on stimulating port development in line with market demand, encouraging private investment and developing competition between terminals, while maintaining social stability during the period of needed change.
The Port Authorities are responsible for Strategic Port Management and Harbour Master duties, including safety and security issues. Their KPIs concern port capacity, utilization and competition. (In reality, there becomes an overlap between Port Authority responsibilities and the operations of the Pelindos, with the latter taking the dominant role at this time. The functioning of the Port Authorities is yet to be properly defined).
There are four Pelindo companies, each with responsibilities for operations, the KPIs being in the efficiency of services, including berthing allocations, and in financial performance; being a State-Owned Enterprise (SOE), each Pelindo is expected to show an annual auditable operational profit. The jurisdictional areas of each of the four Pelindos is shown in Figure 5.1.
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Figure 5.1 Jurisdictional Area of Each of the Pelindos
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As discussed below, there is also a large number of other categories of ports, altogether some 1900 havens across the archipelago, with most of the smaller entities not within the jurisdiction of the Pelindos.
Port Master Plan
Each Pelindo port is expected to have its own Master Plan, which will include for both sea and shore allotments covering work and port interest areas. The Master Plan should be prepared for
- Long term: 15-20 years, with review and updating every 5 years - Medium term: 10-15 years - Short term: 5-10 years
The Master Plan should also be based on the National Port Master Plan, prepared by Central Government, the Provincial Spatial Plan and the Regency/City Spatial Plan. It should also take into account other location activities; technical, environmental and economic feasibility; and safe and secure ship movements within a port area.
Port Hierarchy and Profile
The ports are divided into three levels of importance:
- Main port: international and domestic - Collector port: domestic transport and transhipment - Feeder port: serving main collector ports with limited cargo capacity
There are 111 adminstered public ports, which fall under the aegis of the four Pelindos, of which 98 are listed in Table 5.1. With reference to Figure 5.1, Pelindo I is responsible for 31 ports, Pelindo II for 19 ports, including the National Jakarta hub port of Tanjung Priok, Pelindo III for 27 ports and Pelindo IV, covering Eastern Indonesia for the remaining 21 ports.
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Table 5.1 Administered Public Ports under Pelindo I – IV
Pelindo I No. Province (Area) No. Port
1
1.Nangroe Aceh Darussalam (Aceh)
1 Sabang2 2 Malahayati3 3 Lhokseumawe4 4 Meulaboh5 5 Kuala Langsa6 6 Pangkalan Susu7
2.North Sumatra
7 Belawan8 8 Belawan Container Terminal 9 9 Kuala Tanjung
10 10 Tanjung Balai Asahan11 11 Sibolga12 12 Gunung Sitoli13
3.Riau
13 Bagan Siapi ‐ api14 14 Dumai15 15 Bengkalis16 16 Sei Pakning17 17 Perawang18 18 Pekan Baru19 19 Selat Panjang20 20 Rengat21 21 Tembilahan22 22 Kuala Enok23
4.Riau Islands
23 Tanjung Balai Karimun24 24 Pulau Sambu/Pulau Lumba 25 25 Sekupang (Internasonal Sekupang) 26 26 Batu Ampar27 27 Kabil28 28 Tanjung Uban29 29 Tanjung Pinang_(Sri Bintan Pura) 30 30 Sri Payung Batu Anam31 31 Kijang
Pelindo II No. Province (Area) No. Port
32 1.West Sumatra 1 Teluk Bayur33 2.Jambi 2 Kuala Tungkal34 3 Jambi35 3.Bengkulu 4 Bengkulu36 4.South Sumatra 5 S Palembang/Boom Baru 37
5.Bangka Belitung 6 Muntok
38 7 Pangkal balam39 8 Tanjung Pandan40 6.Lampung 9 Panjang41 7.Banten 10 Banten42
8. DKI Jakarta
11 Sunda Kelal43 12 Tanjung Priok44 13 Jakarta Internatonal Container 45 14 Kali baru46 9.West Java 15 S Cirebon47
10.West Kalimantan
16 Sintete48 17 Singkawang49 18 Pontianak50 19 Ketapang
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Pelindo III No. Province (Area) No. Port
51
1.Central Kalimantan
1 Pangkalan Bun52 2 Kumai53 3 kuala Pembuang54 4 Sampit55 5 Samuda56 6 Pulau Pisau57 2.South Kalimantan 7 Trisakti ‐ Banjarmasin58 8 Kota baru59 3. Central Java and 4.
Yogyakarta (0)
9 Tegal60 10 Tanjung Intan61 11 Tanjung Emas62
5. East Java
12 Pelabuhan Gresik63 13 Pelabuhan Tanjung Perak64 14 Probolinggo65 15 Tanjung Wangi66 16 Kalianget67 6. Bali 17 Celukan Bawang68 18 Benoa69
7. Nusa Tenggara Barat
19 Lembar70 20 Labuhan Lalar71 21 Labuhan Alas72 22 Badas73 23 Bima74
8. Nusa Tenggara Timur
24 Waingapu75 25 Ende76 26 Maumere77 27 Tenau
Pelindo IV No. Province (Area) No. Port
78 1. East Kalimantan
1 Nunukan 79 2 Samarinda 80 3 Balikpapan 81
2. North Sulawesi 4 Bitung
82 5 Manado 83 3. Gorontalo 6 Gorontalo 84
4. Central Sulawesi 7 Toli ‐ Toli
85 8 Pantoloan 86 9 Luwuk 87
5. South Sulawesi 10 Pelabuhan Nusantara Pare pare
88 11 Makassar
89 6. South East Sulawesi (Sulawesi
Tenggara) 12 Pelabuhan Nusantara Kendari 90 7. North Maluku 13 Achmad Yani ‐ Ternate91
8. Maluku 14 Ambon
92 15 Banda Naira93
9. West Papua 16 Sorong
94 17 Fak Fak95 18 Manokwari96
10. Papua 19 Biak
97 20 Jayapura98 21 Merauke
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Non-administered Public Ports The non-administered Public Port is designated as non-commercial, but functions where there is a lack of port facilities in the area. It does not meet standards that necessarily accommodate and serve business activities, i.e., for trading and the like. Indonesia has approximately 614 non-administered public ports of which 166 ports have been identified by location in the listing detailed in Appendix 3. Figure 5.2, shows six aerial illustrations of identified non-commercial public ports per six main Indonesian islands: 1.Tanjung Beringin – North Sumatera 2. Pangandaran – Ciamis West Java
3. Sangkulirang – Kutai, East Kalimantan 4. Leok – Buol, Central Sulawesi
5. Labuhan Haji, East Lombok, NTB 6. Tobelo, North Halmahera, N.Maluku
Figure 5.2 Six Non-Administered Public Ports
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Special Purpose Ports Special ports are usually established for specific purposes, i.e., for handling coal, oil and gas, etc. Currently Indonesia has approximately 177 special purpose ports, of which 27 and 6 other ports are identified by location, with details given in Appendix 4. Figure 5.3 shows aerial illustrations of 6 special purpose ports; 1.Pertamina Sabang - Sabang, Aceh 2.Kertapati– Palembang, S.Sumatera
3.Conoco – Kep. Seribu, DKI Jakarta 4.Paiton Energy – Probolinggo, E.Java
5.Semen Gresik – Tuban, East Java 6.Pupuk Kaltim – Bontang, E.Kalimantan
Figure 5.3 Special Purposes Ports
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• Coal Terminals Figure 5.4 shows the locations of the main coal terminals serving the main centres of coal mining in East and South Kalimantan and Sumatera.
Figure 5.4
Coal Anchorages in Indonesia Figure 5.5 shows the coal production, exports and domestic sales in Indonesia for the period of 2003 – 2010. While 2012 has shown a dip in coal exports as a result of the global economic slowdown, especially in China, it is expected that expansion in demand should return from late 2013/early 2014.
Source: Indonesian Coal Mining Association (ICMA)
Figure 5.5 Coal Production, Exports and Domestic Sales in Indonesia (2003 – 2010)
2003 2004 2005 2006 2007 2008 2009 2010Coal Production 121.04 130.86 152.86 190.48 221.1 240 283 325Export 85.3 93.76 110.79 144.94 158.6 191 230 265Domestic 35.74 37.1 41.3 45.54 62.5 49 53 60
0
50
100
150
200
250
300
350
Million To
ns
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Secondary and Rural Fishing Harbours Indonesian fish landing places are classified into 3 main categories, Types A, B and C or classes I, II and III, and are managed by the Directorate General of Fisheries, Ministry of Marine Affairs and Fisheries. The categories are based on capacity and available facilities, as shown in Table 5.2. The list of existing fishing harbours by province is available in Appendix 4. There are also Fish Landing Harbours (Pelabuhan Pendaratan Ikan) which are managed by provincial governments. Figure 5.6 presents an aerial view of four of the country’s fishing ports. 1.FP. Sibolga – Sibolga, S.Sumatera 2.FP.Samudra Besar – Sabang, Aceh
3.FP. Nizamzachman–N.Jakarta, DKI Jkt 4.FP. Barondong, Lamongan, E. Java
Figure 5.6 Indonesian Fisheries Ports
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Table 5.2 Fishing Harbours
No Fishing Harbours
Criteria Oceanic Fishing Harbour
(PPS) Nusantara Domestic Fishing Harbour (PPN) Coastal Fishing Harbour (PPP)
Fishing Harbour (PPI)
1 Category Type A or Class I Type B or Class II Type C or Class III
2 Operational Area
Territorial Waters, Exclusive Economic Zone (EEZ) and International
Waters
Territorial Waters, Exclusive Economic Zone
(EEZ)
Inner and Inter island waters, Territorial Waters, Exclusive Economic Zone (EEZ)
Inner and Inter island waters
3 Berthing Facilities > 60 GT 30 ‐ 60 GT 10 ‐ 30 GT 3 ‐ 10 GT
4 Wharf Length and Seabed depth
> 300 m and > 3 m 150 ‐ 300 m and > 3 m 100 ‐ 150 m and > 2 m 50 ‐ 100 m and > 2 m
5 Capacity > 6000 GT (equivalent to 100 vessels of 60 GT
each)
> 2250 GT (equivalent to 75 vessels of 30 GT each) > 300 GT (equivalent to 30 vessels of 10 GT each)
> 60 GT (equivalent to 20 vessels of 3 GT
each)
6 Volume of Fish
Landed average 60 ton per day average 30 ton per day ‐ ‐
7 Export Yes Yes No No 8 Area > 30 Ha 15 ‐ 30 Ha 5 ‐ 15 Ha 2 ‐ 5 Ha
9 Facilities for
Quality Control of Fish Production
Available Available / NA NA NA
10 Zonation of Fish Processing and
Industry Available Available Available NA
11 Harbours 6 14 46 919
12 Locations Belawan, Bungus,
Cilacap, Kendari, Nizam Zachman‐ Jakarta
Ambon, Bitung, Brondong, Kejawanan, Pelabuhan Ratu, Pekalongan,
Pemangkat, Prigi, Sibolga, Tanjung Pandan, Ternate
and Tual
Asem Doyong, Bacan, Bajomulyo, Banjarmasin, Bawean, Blanakan, Bondet, Cilautereun, Ciparage,
Dagho, Eretan, Hantipan, Karangantu, Karimunjawa, Kidang Lor, Kota Agung, Kupang, Kwandang, Labuan, Labuhan Lombok, Lampulo,
Lekok, Lempasing, Mayangan, Morodema,
Throughout the Archipelago
Source: Ministry of Marine Affairs and Fisheries
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6.0 CHANGES IN REGULATIONS FOR THE PORT SECTOR
Figure 6.1. shows diagramatically the impact of changes in shipping and port affairs and regional autonomy, following on the from the Asian Economic Crisis of 1998. The first important step was the enactment of Law No 17 in 2008, as referred to above, followed by the presentation of the ensuing Government Regulation on Port Affairs, No 61 in 2009. These form the basis of the changes that are slowly taking place as the industry tries to adjust to overdue modernisation and capability to manage crucial sea-borne activities.
Figure 6.1
Changes in Regulations for the Port Sector
The law has included the issue of cabotage through an attempt to increase domestic-based shipping involvement for in country operation and cargos. While this step is viewed as correct in order to manage investment in the domestic shipping sector, the main players in the shipping industry are concerned over short-term operating difficulties that result from enforcement of the law and are seeking alternative solutions for future operations. The oil industry, which involves significant shipping services support, has been extremely concerned, since highly specialized vessels are needed for exploration and production activities and currently only a very limited number of Indonesian flagged vessels are able to meet such specific requirements. Solutions are being addressed between the government at Ministerial level, and the Indonesian Petroleum Association.
LAW No. 22/1999on
Regional Autonomy
LAW No. 32/2004on
Regional Autonomy
LAW No. 17/2008on
Shipping
Gov. Reg No.61/2009on
Port Affairs
LAW No. 21/1992on
Shipping
Gov. Reg. No. 69/2001on
Port Affairs
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7.0 PELINDO RESPONSIBILITIES
Under its operational duties, each Pelindo is responsible for allocating ships to berths. It can also lease out berths, land and storage areas. It is also responsible for pilotage and tugs, channel dredging, tariffs and implementing and/or modifying as necessary the Master Plan.
A main function is the operation of container terminals with the operations at the important hubs of Makassar (Pel IV), Belawan (Pel I), Bitung and Semarang (Pel III) being totally under Pelindo control, while most container operations at the key ports of Tanjung Priok (Jakarta, Pel II) and Tanjung Perak (Surabaya, Pel III) are joint ventures with global operators. They also take income from special leased out terminals or anchorages.
Until recently none of the Pelindos have been engaged in major capital projects, the large expansion of the container facility at Tanjung Priok being the first such project to be undertaken, although others are being discussed and planned.
There is now a drive to step up and expand the function and operations of the Pelindos and various options have been under discussion. A key decision seems to have been taken to focus in a major way on the large potential of the expected burgeoning container shipping market, both domestic and international. Other options concern the possibility of extending the range of cargoes handled, certainly in oil-related products and perhaps in selling small ports to local governments. Pelindos would appear to be more aware of the need for investment from other sources as well as from generated income, and balance sheets have been improving. However, there is a significant need to improve the skills and capability of Pelindo staff across all aspects of management and operations, and this would now appear to be receiving some attention.
The policy of privatising State-Owned Enterprises, which was much to the fore five years ago, has effectively been shelved in more recent years so that SOEs, such as the Pelindos, will become much more attentive to maximizing earnings and profitability, perhaps adopting some private sector management principles as part of the necessary reforms that have to be undertaken in the companies.
One other outstanding issue also relates to proper demarcation of the sometimes apparently overlapping roles of the Pelindos and Port Authorities, as referred to above, with the Pelindos currently seeing to port operation duties.
Speed of improvement in operations will be hampered by the poor quality of hinterland road capacity, and sometimes rail, which is discussed more fully below. Improvement is also needed through the revitalization of cargo consolidation logistics operators, more ships and routes offering a plurality of options, and new, more appropriate types of interisland shipping; most of the domestic shipping fleet is more than 20 years old and introduction of newer ships is overdue.
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8.0 PORT AUTHORITIES
As discussed above several of the undertakings of Pelindos in other circumstances could be expected to be carried out by Port Authorities, for instance pilotage and tug operations. At this juncture, the role of the Port Authorities vis-a-vis the Pelindos remains unresolved. The Government realises that it will take some time to develop the role of Port Authorities properly; they have no structure to raise finance and they need effective procedures with capable staff to implement them. Consequently, it is expected that Pelindos will take the lead in the immediate term to carry out urgently needed developments, such as the expansion for Tanjung Priok.
9.0 PROFILE OF PELINDOS
Pelindo I
The main port in the jurisdiction of Pelindo I is Belawan, serving Medan, the capital of North Sumatra and locations dependent on Medan.
Pelindo I covers the north half of Sumatera, the Provinces within Pelindo I territorial area being Nangroe Aceh Darussalam/Aceh, North Sumatera, Riau and Riau Islands with the Special Economic Zone status of Batam of Particular importance. The area served by Pelindo I has a hinterland well developed with production of CPO, rubber, oil and gas, agricultural output, mining, and some tourism. Overall, there remains many areas of mining potential and tourism still to be developed by PT Pelindo I.
Figure 9.1 shows the plan of the Pelindo I area with 31 identified administered public ports under its territory:
Figure 9.1
Jurisdictional Area of Pelindo I
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Figure 9.2 presents an aerial view of the layouts of six of the many public ports administered by Pelindo I. 1.Sabang – Sabang City, Aceh 2.Kuala Langsa – Langsa City, Aceh
3.Belawan CT – Medan, N. Sumatera 4.Dumai – Dumai City, Riau
5.Sikupang Int. – Batam, Riau Islands 6.Batu Ampar – Batam, Riau Islands
Figure 9.2 Pelindo I Ports
The profile of Pelindo I’s major port of Belawan is presented in Figure 9.3. The port has an expansion programme yet to be developed. As can be seen, the LWS depth of the port area has to be deepened to improve the capacity of the port. There is as well upgrading of other ports planned, although expansion of Batam as a transshipment hub is to be undertaken by the International Ports Corporation (the new appellation for Pelindo II).
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Port Code 6Name Belawan Address Jl. Sumatera No.1
Belawan, Medan Telephone 0616941919 /
0616941720 Fax 0616941300Regency/City City of MedanProvince North SumateraManagement PT Pelabuhan Indonesia I
(Persero) Management Address Jl. Krakatau Ujung No.100
Medan Coordinate 03047'36" North Lat.
98050'24" East Long. Function International HubClass Class I Log Port Gateway Length 13.5 Km Wide 100 m Depth 8 ‐ 10 m LWS Port Pond Wide 4,428,500 m2 Minimum Depth 6 M LWS Maximum Depth 10 M LWS
Figure 9.3 Belawan Port - Profile
Source: MOT, GP recompiled
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Pelindo II
The main port in the jurisdiction of Pelindo II is Tanjung Priok, serving DKI Jakarta, the capital city of Indonesia and locations dependent on DKI Jakarta and beyond.
Pelindo II covers an area encompassing the southern part of Sumatera, the western part of Java as well as West Kalimantan. Provinces within Pelindo II territorial waters are: West Sumatera, Jambi, Bengkulu, South Sumatera, Bangka Belitung, Lampung, Banten, DKI Jakarta, West Java, West Kalimantan. Figure 9.4 shows more details of the Pelindo II area with 19 identified administered public ports under its territory:
Figure 9.4
Jurisdictional Area of Pelindo II
Pelindo II, now renamed as the International Ports Corporation (IPC), is significantly the largest of the four Pelindo entities, having as well as Jakarta many of the larger port outlets supporting Western Java, Batam and the main ports of Southern Sumatra. It is Indonesia’s premier port developer, which needs to raise its standard to world class by adopting strict commercial principles and be free from political influence. While the reforms to the industry mooted in 2005 and tabled in the 2007 Law have been adopted, along with the National Plan, the lack of clarity in Pelindo’s role vis-a vis the Ministry and that yet to be defined for the Port Authority has hampered the speed of development. Despite this Pelindo II has been able to clearly improve its balance sheet.
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Figure 9.5 presents an aerial view of some of the administered public ports under the jurisdiction of Pelindo II. 1.Teluk Bayur–Padang C., W. Sumatera 2.Panjang – B. Lampung City, Lampung
3.Kalibaru – N. Jakarta, DKI Jakarta 4.Cirebon, Cirebon City, West Java
5.Singkawang –W.Kalimantan 6.Pontianak – W. Kalimantan
Figure 9.5 Pelindo II Ports
The profile of the Main Port of Pelindo II – Tanjung Priok Port, is presented in Figure 9.6. Improvements planned include widening the entry channel for 2-way ship movements and deepening the channel for the layer ships that the port is expecting to handle, especially container vessels.
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Port Code 29Name Tanjung Priok Address Jl. Pososo No.1 Tanjung Priok,
Jakarta Telephone 021.4367305 / 4301080Fax 021.4372933 Regency/City North Jakarta Municipal Province DKI Jakarta Management PT Pelabuhan Indonesia II
(Persero) Management Address
Jl. Pososo No.1 Tanjung Priok, Jakarta
Coordinate 06006'00" South Lat . 106053'00" East Long.
Function International Hub Class Class II Log Port Gateway Length 16,853 Km Wide n/a Depth 14 m LWS Port Pond Wide 424 Ha Minimum Depth 7 m LWS Maximum Depth 7 m LWS
Figure 9.6 Tanjung Priok Port (Main Port of Pelindo II) - Profile
Source: MOT, GP recompiled
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Apart from its current operational conditions, as for the other Pelindos, there is a number of limitations to what Pelindo II can control or undertake. It is unable to deliver effective inter-island shipping, which requires revitalising cargo consolidation and logistics operators, more ships and routes offering a plurality of options, or innovation in the types of ships, tugs and barges that need to be used, or investment in the demand for this expansion. Furthermore, it has no control over the significant constraints posed by inadequate hinterland road connections. Hence in parallel with port upgrading there requires to be investment in shipping and in land connections to ports for which it should seek partners and co-investors.
To improve productivity it needs an immediate US$100 million of investments in new cranes, training and dredging works in several of its ports.
It has three strategic projects that it is now pursuing:
• New Priok (formerly called Kalibaru) – a large container terminal for up to 10.5 m TEU and petroleum products: key details of this devlopment are gIven in Figure 9.7.
• Transhipment hub at Batam, with a focus on north Indonesia, in line with the National Ports Master Plan (NPMP), and which can be brought on stream fairly quickly. Features are highlighted in Figure 9.8.
• Sorong Port Container Terminal (albeit located in Pelindo IV area) to support the Papua Economic Development Corridor. See Figure 9.9.
New Priok
Pelindo II (IPC) has been given the mandate by government to develop New Priok. Technical, financial and structural operating arrangements have been proceeding in parallel for the early development tasks to resolve the position of the full long-term layout and prepare details for phase I (3 terminals plus petroleum products terminals) as well as arrangements for the dedicated toll road access. A decision has been taken that phase I will be carried out by State Owned Construction Company, PT PP. Discussion are ongoing with prospective terminal operators. It is expected that the first terminal will be operational in 2016, although the terminal operators will be taking a considerable interest in the construction proposals since the scope of the project is demanding.
Batam Transhipment
The IPC is to deliver a container transhipment terminal with a focus on the Malacca Straits in line the National Port Master Plan. For this IPC is to develop, operate and expand a container terminal (New Batam) to serve as a transhipment focus for a
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major shipping line and additional container support services, while expecting to allow for an acceptable return on investment and providing employment and income.
The terminal will service very large ships and require a minimum draft of 16 m. The preliminary construction cost estimate is US$ 260 million. It is planned that the terminal will be operational by 2016.
Sorong
The mission for IPC is to develop, operate and expand a container terminal near Sorong. To serve local container traffic demand and to consolidate container demand across East Indonesia while expanding the operating envelope of IPC and providing an investment return for the company.
The initial strategy is a target volume by 2020 of 300,000 to 350,000 TEU, followed by phased expansions and upgrading. The target start update is 2015, and IPC have been seeking minority equity partner (s).
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Figure 9.7 New Priok (Kalibaru) Port Master Plan
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Figure 9.8 Transhipment Hub at Batam
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Figure 9.9 Sorong Port Container Terminal in context of MP3EI corridor 6
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Pelindo III
Tha main port in the jurisdiction of Pelindo III is Tanjung Perak, serving Surabaya, the city of East Java and locations dependent on Surabaya.
Pelindo III covers some of Kalimantan, central and eastern Java and Nusa Tenggara. Provinces within the Pelindo III jurisdictional area are: Central Kalimantan, South Kalimantan, Central Java, Yogyakarta, East Java, Bali, West Nusa Tenggara and East Nusa Tenggara. Figure 9.10 shows an outline of the Pelindo III area and the 27 identified administered public ports within its territory:
Figure 9.10
Jurisdictional Area of Pelindo III
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Figure 9.11 presents an aerial view of some of the ports falling under the jurisdiction of Pelindo III. 1.Tanjung Emas – Semarang, C. Java 2.Gresik – Gresik, East Java
3.Lembar – W. Lombok, NTB 4.Benoa, Denpasar City, Bali
5.Pangkalan Bun–W.Waringin, C.Kmtan 6.Trisakti – Banjarmasin, S Kalimantan
Figure 9.11 Pelindo III Ports
The profile of the Main Port of Tanjung Perak, is presented in Figure 9.12. Pelindo III is seeking to embark on an upgrading and expansion plan for Tanjung Perak , which is the largest port in East Java, and serves as a center for the other ports under its jurisdiction. Upgrading will also allow for large container vessels. Funding support is required.
Tanjung Emas is the main port outlet for Central Java at Semarang. Upgrading plans are in hand, but are complicated by a steady problem of ground subsidence, largely related to near hinterland groundwater abstraction.
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Port Code 47Name Pelabuhan Tanjung PerakAddress Jl. Tanjung Perak Timur No.620Telephone 031. 3291992Fax 031. 3293994Regency/City City of Surabaya Province East JavaManagement PT Pelabuhan Indonesia III
(Persero) Management Address
Jl. Perak Timur No. 610, Surabaya
Coordinate 07011'54" South Lat. 112043'22" East Long.
Function International Hub Class n/a Log Port Gateway Length 25 mil Wide 100 m Depth 9.7 ‐ 12 M LWS Port Pond Wide 16,340,300 M2 Minimum Depth 9.6 m LWS Maximum Depth 10.5 m LWS
Figure 9.12 Tanjung Perak Port (Main Port of Pelindo III) - Profile
Source: MOT, GP recompiled
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Pelindo IV
The main port in the jurisdiction of Pelindo IV is Makassar, serving Makassar, the capital city of South Sulawesi and locations dependent on the city of Makassar, especially in East Indonesia.
Pelindo IV covers East Kalimantan, all of Sulawesi, Maluku and Papua. Provinces within Pelindo IV territorial water are: East Kalimantan, North Sulawesi, Gorontalo, Central Sulawesi, South Sulawesi, South East Sulawesi, North Maluku, Maluku, West Papua and Papua. Figure 9.13 shows an outline of Pelindo IV’s territorial area in East Indonesia and some of the ports within its jurisdiction.
Figure 9.13
Jurisdictional Area of Pelindo IV
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Figure 9.14 presents an aerial view of some the administered public ports under Pelindo IV’s responsibility. 1.Samarinda – Samarinda C, E.Klmtan. 2.Balikpapan, Balikpapan, E. Kalimantan
3.Bitung – Bitung City, N. Sulawesi 4.Ambon, Ambon City, Maluku
5.Sorong – Sorong City, West Papua
6.Jayapura – Jayapura City, Papua
Figure 9.14 Pelindo IV Ports
The profile of the Main Port of Makassar is presented in Figure 9.15. The port is directly connected to the out port by toll road. The Makassar area is expanding impressively. Bitung in North Sulawesi is a natural deep water harbour and is being considered for a larger role in overall connectivity issues. Sorong in West Papua is to be expanded under the responsibility of the IPC, as discussed above.
Karangan container port in East Kalimantan has been expanded to cater for 250,000 TEU’s at a cost to Pelindo IV and the provincial government of US$ 75 million. Also in East Kalimantan, the proposed construction of the Maloy (deep/ water) port and accompanying 5,300 ha industrial estate, still at planning stage, is estimated to cost US$ 500 million when built.
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Port Code 71 Name Makassar Address Jl. Soekarno No.1 Makassar Telephone 0411.316549, 316966, 320941 Fax 0411. 313513 Regency/City Makassar City Province South Sulawesi
Management PT Pelabuhan Indonesia IV (Persero)
Management Address Jl. Hatta Pelabuhan Makassar
Coordinate 05008'00" South Lat. 119024'00" East Long.
Function International Hub Class Main Class Log Port Gateway Length 25 mil Wide 150 m Depth 26 m Port Pond Wide 1,520 Ha Minimum Depth 9.7 m LWS Maximum Depth 16.00 m LWS
Figure 9.15 Makassar Port (Main Port of Pelindo IV) - Profile
Source: MOT, GP recompiled
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10.0 CONTAINER SHIPPING
In Figure 10.1 is depicted the relative importance of Jakarta’s Tanjung Priok port in terms of world container shipping rankings. At this juncture there are many key world ports that are larger, but the forecast development of the country indicates that container volumes are set to increase steadily and significantly over the years ahead.
Figure 10.1
Port Ranking in the World Container Shipping Lanes
Despite the recent short term turn down in world trade, which affected significantly the container trade volumes as well as the transport of other products, the future demand growth for Indonesia is very large as shown in Table 10.1. For instance the growth in demand for container shipping for Indonesia is expected to double between 2020 and 2030. Figure 10.2 shows the forecast increase in container traffic under alternative growth scenarios between 2010 and 2030. However, in order for this expected demand to be accommodated, there needs to be considerable expansion in the port facilities currently available in Indonesian ports.
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Table 10.1 Forecast of Total Indonesian Cargo Demand under Alternative Growth
2015 - 2030 (000's tons) Type of Cargo Scenario 2015 2020 2030 General Cargo Low 177,256 207,033 249,092 Base 185,241 222,160 288,851 High 193,226 237,287 328,609 Container Low 166,360 236,640 421,280 Base 171,545 255,115 495,085 High 176,730 273,590 568,890 Dry Bulk Low 603,532 647,005 763,230 Base 726,454 835,950 1,078,156 High 849,375 1,024,895 1,393,081 Liquid Bulk Low 222,846 265,866 364,496 Base 231,360 285,948 422,963 High 239,873 306,029 481,430
Source: Nathan Associates Inc.
Source: Nathan Associates Inc.
Figure 10.2 Indonesian Container Traffic Projections from 2010 to 2030
under Alternative Growth Scenarios
‐
10,000
20,000
30,000
40,000
50,000
60,000
70,000
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2025
2030
000's T
EU
YEAR
High Growth Base Case Low Growth
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Figures 10.3 and 10.4 show the major domestic and international container trade flows in Indonesia, clearly dominated by movements between locations in Java, Sumatra, Sulawesi (Domestic) and to Singapore (International) as the regional international hub. The upcoming expansion of Jakarta’s main port, Tanjung Priok, will allow berthing of the largest container vessels currently operating and thus offer a direct service to a wider range of world markets.
Source: IndII - Academic Paper to Support NPMP Decree
Figure 10.3 2009 Domestic Container Trade Flows in Indonesia
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Source: IndII - Academic Paper to Support NPMP Decree
Figure 10.4 2009 International Container Trade Flows in Indonesia
Accordingly, apart from the stated expansion for Tanjung Priok, the other ports where upgrading of container terminal activities is to take place are Batam, Sorong and Kalibaru under the aegis of Pelindo II, and Tanjung Perak and Tanjung Emas of Pelindo III. Under Pelindo IV an upgrading of the container terminal at Karangan in East Kalimantan has recently been completed, as mentioned above.
Table 10.2 presents a ranking of the top 50 ports in Indonesia which handle container traffic. The dominance of the two main Java ports of Tanjung Priok and Tanjung Perak is clearly shown, with the importance of the main regional outlets of Belawan (Medan), Tanjung Emas and Panjang and Makassar also highlighted. While container traffic is expected to expand at these regional ports, the relative importance of Tanjung Priok and Tanjung Perak and Belawan for northern Sumatra will continue.
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Table 10.2
Top 50 Ports in Indonesia Foreign Trade Domestic Trade No Port Imports Exports Subtotal Unloading Loading Subtotal TOTAL
1 Tg. Priok 1,605 1,485 3,090 328 505 833 3,923 2 Tg. Perak 630 576 1,206 256 282 538 1,744 3 Belawan 302 309 611 180 98 278 889 4 Tg. Emas 291 253 544 17 15 32 576 5 Panjang 137 139 276 14 11 25 301 6 Makassar 2 ‐ 2 144 104 248 250 7 Banjarmasin ‐ ‐ ‐ 61 57 118 118 8 Pontinak ‐ ‐ ‐ 70 29 99 99 9 Samarinda ‐ ‐ ‐ 50 45 95 95 10 Pekanbaru 11 32 43 16 13 29 72 11 Merak 25 36 61 1 1 2 63 12 Perawang 1 53 54 4 5 9 63 13 Bitung ‐ ‐ ‐ 27 36 63 63 14 Palembang 16 16 32 14 15 29 61 15 Batu Ampar 18 29 47 ‐ ‐ ‐ 47 16 Teluk Bayur ‐ ‐ ‐ 20 22 42 42 17 Balikpapan 1 2 3 19 16 35 38 18 Batam 1 3 4 15 11 26 30 19 Jayapura ‐ ‐ ‐ 12 15 27 27 20 Buatan 2 26 28 ‐ ‐ ‐ 28 21 Kabil 12 15 27 ‐ ‐ ‐ 27 22 Kuala Tungkal ‐ 22 22 ‐ ‐ ‐ 22 23 Sorong ‐ ‐ ‐ 13 9 22 22 24 Tarakan ‐ ‐ ‐ 9 8 17 17 25 Ambon ‐ ‐ ‐ 7 8 15 15 26 Batu Licin ‐ ‐ ‐ 7 7 14 14 27 Bau‐Bau ‐ ‐ ‐ 7 4 11 11 28 Biak ‐ ‐ ‐ 7 3 10 10 29 Merauke ‐ ‐ ‐ 6 4 10 10 30 P. Burung ‐ 10 10 ‐ ‐ ‐ 10 31 Talang Duku 4 5 9 ‐ ‐ ‐ 9 32 Palu ‐ ‐ ‐ 5 4 9 9 33 Timika ‐ ‐ ‐ 5 4 9 9 34 Kendari ‐ ‐ ‐ 6 3 9 9 35 S.Guntung ‐ 8 8 ‐ ‐ ‐ 8 36 Fak‐Fak ‐ ‐ ‐ 4 3 7 7 37 Manokwari ‐ ‐ ‐ 4 3 7 7 38 Nabire ‐ ‐ ‐ 4 3 7 7 39 Benoa ‐ ‐ ‐ 3 3 6 6 40 Benete 2 3 5 ‐ ‐ ‐ 5 41 Jambi 2 2 4 ‐ ‐ ‐ 4 42 Muntok 2 2 4 ‐ ‐ ‐ 4 43 Sampit ‐ ‐ ‐ 2 2 4 4 44 S.Buatan ‐ 3 3 ‐ ‐ ‐ 3 45 Pantoloan ‐ ‐ ‐ 2 1 3 3 46 Pangkal Balam 1 1 2 ‐ ‐ ‐ 2 47 Malili ‐ ‐ ‐ 1 1 2 2 48 Tg. Pandan ‐ ‐ ‐ 1 1 2 2 49 Kumai ‐ ‐ ‐ 1 1 2 2 50 Luwuk ‐ ‐ ‐ 1 ‐ 1 1
Top 50 Ports 3,065 3,030 6,095 1,343 1,352 2,695 8,790 Source: DGST - Nathan Associates Inc. recompiled.
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2006 2007 2008 2009 2010PELINDO I 304,002 319,202 900,623 1,340,337 2,158,333PELINDO II 3,920,049 4,116,045 4,527,650 4,754,031 5,051,156PELINDO III 833,573 1,691,783 1,798,785 1,878,799 2,104,849PELINDO IV 544,058 571,261 1,031,450 1,185,024 1,280,388
‐
1,000,000
2,000,000
3,000,000
4,000,000
5,000,000
6,000,000
Containe
rs Han
dled
(Teu
s)
Figure 10.5 gives container flows within each Pelindo jurisdiction, with those for Pelindo II more or less being equal to the combined flows of the other Pelindos. The figure also shows the steady growth in traffic over the 5 year period, 2006-2010.It is also worth noting the volume growth in Pelindos I, III, and IV since 2008, indicating that the economy in the regions is expanding significantly, with some areas showing faster growth rates than the national average, a point made recently by McKinsey (2012).
Source: Directorate of Port and Dredging, Directorate General of Sea Transportation - MOT Figure 10.5
Growth of Container Flows within Indonesian Ports Corporation I - IV 2006 - 2010
In Figure 10.6 can be seen the number of ship calls handled by each of Pelindos I-IV over the period 2006-2010. Only Pelindo II is showing a steady upward trend on the number of calls. Comparing this data with that presented in Figure 10.5, it is clear that the sizes of vessels handled by Pelindo II, particularly at Tanjung Priok, is markedly larger than at ports within the remit of the other Pelindos, which relates also to the depth of water available at respective berths. This issue has to be addressed in all jurisdictions in order to meet increasing trade demand.
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Source: Directorate of Port and Dredging, Directorate General of Sea Transportation - MOT
Figure 10.6 Growth in Number of Ship Calls within Pelindos I – IV, 2006 - 2010
11. GENERAL, DRY AND LIQUID BULK CARGOES
While the current Pelindo focus is on improving the capability of the ports to handle the burgeoning volumes in container trade, steady expansion in the market for carrying general, dry bulk and liquid bulk cargoes is also expected. This was indicated earlier in Table 10.1 and is highlighted in Figure 11.1 in terms of projected tonnage forecast to be handled.
Source: DGST - Nathan Associates Inc.
Figure 11.1 Forecast of Total Indonesian Cargo Handled
under Alternative Growth Scenarios
2006 2007 2008 2009 2010PELINDO I 77,309 75,749 76,164 73,171 69,544PELINDO II 62,181 64,046 70,451 74,314 79,403PELINDO III 70,818 73,277 74,818 72,480 68,963PELINDO IV 58,160 58,160 55,580 54,964 59,464
‐ 10,000 20,000 30,000 40,000 50,000 60,000 70,000 80,000 90,000
No. of Ship calls
‐
500,000
1,000,000
1,500,000
2,000,000
2,500,000
3,000,000
3,500,000
Low Base High Low Base High Low Base High Low Base High
General Cargo Container Dry Bulk Liquid Bulk
000's ton
s 2030
2020
2015
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Figures 11.2 to 11.7 show the direction of domestic and international trade flow (2009) for general, dry bulk and liquid bulk cargoes, respectively. While Java still features strongly for general cargo volumes, the high commodity development areas of Kalimantan, specially East Kalimantan, and Sumatra dominate movements in these areas, with coal and CPO being the main commodities moved. Java also features for liquid bulk transport.
Source: IndII - Academic Paper to Support NPMP Decree
Figure 11.2 2009 Domestic General Cargo Trade Flows in Indonesia
Source: IndII - Academic Paper to Support NPMP Decree
Figure 11.3 2009 Domestic Dry Bulk Trade Flows in Indonesia
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Source: IndII - Academic Paper to Support NPMP Decree
Figure 11.4 2009 Domestic Liquid Bulk Trade Flows in Indonesia
Source: IndII - Academic Paper to Support NPMP Decree
Figure 11.5 2009 International General Cargo Trade Flows in Indonesia
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Source: IndII - Academic Paper to Support NPMP Decree
Figure 11.6 2009 International Dry Bulk Trade Flows in Indonesia
Source: IndII - Academic Paper to Support NPMP Decree
Figure 11.7 2009 International Liquid Bulk Trade Flows in Indonesia
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12. FERRY TRANSPORT
The multi - island coastline of Indonesia stresses the importance of having a significant inter - island ferry service. Unfortunately, there has been little investment in ferries over the past decade, and many ferries are old and the seaworthiness of some is questionable, especially where there has been lack of maintenance. The investment deficit in this subsector of sea transportation is both for new vessels, and improved port - landing facilities and operations. The numbers of passengers, goods, and vehicles carried by ferries are statistically presented in Table 12.1. More than 80% of total passengers on commercial ferries are transported through 3 main ferry routes which are Merak - Bakauheni (34%), Ujung – Kamal (23%), and Ketapang – Gilimanuk (24%), as shown in Figure 12.1. These 3 ferry routes link Java with Sumatra, Madura and Bali, respectively.
Table 12.1
Ferry Volumes (2006 – 2010) Description 2006 2007 2008 2009 2010 Passangers 27,829,666 40,557,832 46,926,166 61,011,280 39,683,788 Goods 25,422,005 31,936,937 41,079,174 44,068,406 13,511,363 Vehicles 11,889,055 11,874,500 14,224,447 13,885,667 14,769,039
Total 65,140,726 84,369,269 102,229,787 118,965,353 67,964,190 Source: Directorate General of Land Transportation (DGLT) - MOT
Source: Directorate General of Land Transportation (DGLT) - MOT
Figure 12.1 Commercial Ferry Passengers (2006 - 2010)
‐
2,000,000
4,000,000
6,000,000
8,000,000
10,000,000
12,000,000
14,000,000
16,000,000
18,000,000
2006 2007 2008 2009 2010
Passen
gers
YEAR
Merak ‐ Bakauni Ujung ‐ Kamal Ketapang ‐ Gilimanuk Others
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Source: Directorate General of Land Transportation (DGLT) - MOT
Figure 12.2 Ferry Transport Vessels in Service (2006 - 2010)
Figure 12.2 shows the number of ferry transport vessels in service, highlighting the significance of Ro-Ro units. However, to reiterate much of the ferry fleet is old and needs replacement. Investment in ferries has been seriously lacking.
2006 2007 2008 2009 2010LCT 10 10 10 10 8Passanger 10 11 11 6 3Truck Air 5 0 4 5 0Roro 166 175 171 171 210
0
50
100
150
200
250
Unit
YEAR
Roro Truck Air Passanger LCT
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13. COLD STORAGE FACILITIES
According to the Ministry of Maritime Affairs and Fisheries (KKP), there is large potential for the fishing industry within the Maluku area in the Banda Sea, the Seram Sea and the Arafura Sea is considerable. The three potential sites are called the “golden fishing ground”. The Ministry of Maritime Affairs and Fisheries intend to create fishery industry processing nodes in Maluku at Tual, Ambon and Seram.
Figure 13.1 shows the fisheries business locations within Maluku islands, which covers an area of almost 500 ha (Table 13.1). Having this large potential fishery business, there is a need for cold store facilities and opportunity for high-fresh quality fish processing, a new underdeveloped potential export market.
Figure 13.1
Cold Storage Opportunities
Table 13.1 Potential Marine Aquaculture Area Available in Maluku
Descriptions Area (Ha) White Snapper 31 Grouper 104 Seaweed 206 Pearl Oyster 73 Sea Cucumber 28 Lobster 23 Shellfish 29Total 495
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LOGISTICS & CONNECTING INFRASTRUCTURE – ROAD AND RAIL
14.0 GENERAL
Apart from the greater efficiency required in port operations, as discussed above, a key factor in the lack of logistical performance of transport operations overall lies with the poor quality of land connectivity to the country’s ports, whether major or small. A study by the Asia Foundation (2009) indicated that road transport costs in Indonesia were signifcantly the highest in Asia, and rail plays very little part in carrying freight to and from seaports.
As shown in Figure 14.1 the road density compares unfavourably with other main Asian countries as a function of land area.
Source: Central Statistics Bureau, GP recompiled
Figure 14.1 Low Network Density
14.1 ROADS
The total road network in Indonesia amounts to some 473,000 km, which is deemed as about half that which should be available in order to provide adequate connectivity across the country to promote regional growth. Of the existing network, 92% is under regional jurisdiction, as shown in Figure 14.2, with national and provincial roads providing most of the balance.
-
2,000
4,000
6,000
8,000
10,000
12,000
Country
(,000
Km
)
Area (,000 Km2) Roads* (,000 Km)
Area (,000 Km2) 9,570 2,973 1,905 517 329 300
Roads* (,000 Km) 3,860 3,320 473 212 100 202
China India Indonesia Thailand Malaysia Philippines
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Source: Central Statistics Bureau, GP recompiled
Figure 14.2 Nature of Road Network
The current length of toll roads amounts to about 800 km, mostly located within Java. It is planned to complete the Trans Java Toll Road as quickly as possible, est. 2017-18, in order to provide a high class highway system across the island, where most of the nation’s industry is located. This Trans Java link supplemented by toll road networks round Jakarta and othe major conurbations, once fully in place, is expected to considerably facilitate the movement of goods within the Java industrial heartland and through, as necessary, to the main ports, in particular Tanjung Priok. At the current time, the lack of road network connecting to Tanjung Priok is a major factor in the high time costs asociated with the movement of goods in and out of the port.
A key delaying factor in the toll road programme has been the inability to undertake land acquisition for route rights-of-way over nearly all granted concessions, even with the establishment by government of a Revolving Fund set up to ease the land purchase process. A new law was recently drafted to limit the possibility of open-ended delay, the readings being completed in late 2011 for enactment in January 2012 (Law No. 2/2012), this being followed with a Government Regulation towards implementation in August 2012. While the new law has yet to be tested, it is expected that it will beneficially help to accelerate the construction of the links required.
In Figure 14.3 is depicted the outline of the Trans Java Toll Road links and shows the status of development. Figure 14.4 shows the network, some of which is operational, to serve the greater Jakarta area as well as the location of Tanjung Priok port.
- 50,000
100,000 150,000 200,000 250,000 300,000 350,000 400,000 450,000 500,000
2003 2004 2005 2006 2007 2008 2009
KM
YEAR
National Province Regency/Urban
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Source: Jasa Marga
Figure 14.3 Java Toll Roads Network
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Figure 14.4 Jabodetabek Toll Roads Network
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While some of the other main ports of the country have toll road standard links serving some of the accesses required, e g Surabaya, Semarang, Makassar, this is not the case for most ports, which rely on national or provincial road links. Minor ports will often only be served by local jurisdictional routes. Apart from there being a considerable construction programme needed in the regions, there is also the question of upgrading the existing network. As shown in Figure 14.5, an unacceptable level of the local government network is in a damaged or badly damaged condition and, while there is a significant central government budget allocation provided for repair and upgrade the standards of work obtaining in the regions in order to achieve improvement is often inadequate. Several reasons have been identified – role of site supervision is not taken seriously with a weak enforcement of professional standards, shortage of experienced and professionally trained public officials and consultants and the application of unreasonably small contracts (Ref: Development of Road Infrastructure in Indonesia, Scott Wilson/Glendale Partners – World Bank project, 2011). This naturally impacts on the logistical costs incurred in carrying goods to and from ports.
Source: Central Statistics Bureau
Figure 14.5 Condition of the Road Network
It is obviously important to ensure that road networks immediately serving the country’s ports are improved to good workable standard and that action in this regard is treated as priority, bearing in mind the very significant growths expected in all types of shipping cargoes.
0%
20%
40%
60%
80%
100%
National Province Regencyl/Urban
50%
6%22%
34%
34%25%
13%
27%31%
3%
33%22%
Perc
enta
ge (%
)
Status
Good Moderate Damaged Badly Damaged
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14.2 RAIL
The rail network, while being linked into key port operations pre-Independence, today has very little or no impact on the carrying of goods to ports. While there are plans to provide some re-connections, e g Tanjung Priok, the overall impact on the
volume of freight in Java that will be carried by rail in the foreseeable future will be minimal.
The infrastructure of the railway is owned by the Indonesian Government and managed by the Directorate General of Railways. The operator of the railway network is the State Owned Company, PT Kerata Api. At this juncture there is no provision in law for private operators.
The current status of the rail network in Java is shown in Figure 14.6, some 75% of that existing in the 1930s. At that time, albeit international cargo ships were significantly smaller than those of today, rail lines came right onto the pier head with offloading directly from ship to rail. While today’s loading arrangements have advanced and are more sophisticated, rail links no longer enter directly into main port areas, although reviving this is once more being discussed for Tanjung Priok. Notwithstanding this, virtually all land links into ports across the archipelago will continue to be by road.
Current upgrading of the rail sector in Java is focused on double-tracking, especially on Trans Java urban routes and on improving operational systems, finance usually being provided through soft loans. The routing of the rail network in the Jakarta area has little changed from that existing 90 years ago, and is exclusively in use for passenger movements, as also for the main inter-city routes.
High priority rail projects are those that will provide city centre rail links to the country’s main airports, eg Soekarno-Hatta for Jakarta and the airports for Surabaya and Medan.
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Figure 14.6 Main Rail Network of Java in 2010
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The complementary rail link figures for Sumatra are 1,860 km in the 1930s reduced to 1,348 km in 2010. It is a long term plan to have a continuous modern railway along the spine of Sumatra, although current upgrading and extensions are being centred on working out of the main cities, e g Medan. The other main focus is to construct new lines to take inland commodities, e g coal and iron ore to seaports. Plans, under PPP arrangement, to build a railway from Bukit Asam coal mine in the western region of South Sumatra to a new coal port in Lampung, some 278 km to the south, are well advanced, although hampered by land acquisition issues. There are also plans to access coal and iron from inland West Sumatra by rail to the coastal capital of Padang.
There are other projects on the drawing board for rail lines to take out mined commodities, mostly coal, from the centre of Kalimantan to dedicated coastal locations. These are also being thought of in terms of PPP projects, but land acquisition and appropriate methods of funding remain as difficult unresolved issues.
Prior to 1948, the railways in Indonesia were self-financing, with adequate operational income being derived from both passenger and freight income. In more recent times, investment in the rail sector has been carried out under a mix of local funding, and bilateral or multilateral loans, with Japan providing the largest component of aid to date. Rail operations have not always been profitable and certain journey, are subsidised, consider as public service operation. However, current funding is that railway operations must become profitable.
As a result of lack of financing and investment in the railway sector over the past decades, the skills to run a financially viable railway network are well below requirement. Much management time is spent in “trouble-shooting” rather than in financially sustainable operations and longer-term growth. As in the case of port operations, there requires to be very significant investment in human resources development.
The private sector is examining the potential for investment in the commercial opportunities that could arise from the upgrading and expansion of mainline city stations, particularly in Java.
14.3 LOGISTICAL ISSUES
The Government of Indonesia recognises the importance of sound logistics although the country performance is poor,as shown in Figure 14.7, where it is ranked 75th in 2010 on a world scale for Logistics Performance; this was a drop from the ranking carried out in 2007. The figure for 2012, however, indicates an improvement from the 2010 assessment, with a current ranking of 59th, a score relating to a little above that of a lower middle income country.
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Source: International Logistics Performance Index (LPI) - World Bank recompiled
Figure 14.7 World Scale for Logistics Performance
In Figure 14.8 is given a comparison of Indonesia’s infrastructure quality when compared with ASEAN and selected other countries. It highlights the relatively poor condition of Indonesia’s road and transport sector infrastructure in line with the discussion above on the road and rail sectors.
Source: International Logistics Performance Index (LPI) - World Bank recompiled
Figure 14.8 2010 Indonesia Infrastructure Quality
‐
0.50
1.00
1.50
2.00
2.50
3.00
3.50
4.00
4.50
Singap
ore
Japan
Australia
New
Zea
land
Korea Re
public
China
Malaysia
Thailand
Philipp
ines
India
Vietnam
Indo
nesia
Lao PD
R
Cambo
dia
Myanm
ar
Brun
ei (N
/A)
2 7 18 21 23 27 29 35 44 47 53 75 118 129 133 N/A
Inde
x Score
Country and LPI Index Rank
G20 average Lower middle Income average
1 2 3 4 5
Telecom & IT
Warehousing/transloading
Rail
Road
Airports
Ports
Score
Infrastructure
ASEAN+6 Others Indonesia
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The World Bank’s LPI (ranking 1-5) helps to identify priorities. The LPI provides information on international (import-export) connectivity and is a tool to determine weak links in connectivity and logistics, as well as helping to determine priorites. In the ports sector attention is being paid to border agencies and dwell time, where lack of adequate port facilities in Indonesia shows the country comparing badly over this issue.
In an effort to promote reform, the Government has created an interdepartmental team focusing on debottlenecking issues and the Ministry of Trade has established a Directorate for Logistics. The MP3EI, 6 corridor economic development plan, discussed below, includes a connectivity strategy.
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THE 6 CORRIDOR ECONOMIC DEVELOPMENT PLAN – MP3EI
15.0 INTRODUCTION AND OBJECTIVES
In mid 2011, the Government issued a comprehensive plan for sustainable economic development from Aceh right across to Papua. The key of the plan was the sub-division of the country into 6 corridors, as shown in Figure 15.1. Naturally there is a focus on land, air and sea connectivity as a fundamental to the core sectors for economic development.
Figure 15.1
Connectivity of the 6 Economic Development Corridors
The six corridors as shown in the figure are:
• 1. Sumatra • 2 Java • 3 Kalimantan • 4 Sulawesi • 5 Bali and Nusatenggara • 6 Papua and Maluku
Each corridor provides a quite different focus on development requirements.
The objectives of the MP3EI are to increase connectivity via better infrastructure with resulting more equitable economic growth and upgrading of the skills in human capital through improved science and technical education, to be available in each corridor. This would then provide the basis for the vision of “Transforming the Indonesian economy to establish a developed nation recgonized by the World Community through high, inclusive and sustainable economic growth.”
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Indonesia, being an archipelago, has to rely extensively on sea-based trade and thus ports will be a major factor in the country improving its domestic and foreign connectivity. However, success is going to need the active participation of regional governments and their ability to attract private investment, without recourse to central government. This will mean, as appropriate, increasing cooperation between regional governments and private companies. In turn, regionally based private ventures will be seeking more and better port outlets to move their commodities and other goods.
Much essential work needs to be undertaken to improve human capital to support the development output required and its sustainability.
15.1 THE MAIN ECONOMIC ACTIVITIES: PORTS HIGHLIGHTS
Figure 15.2 sets out the 22 main economic activities that the Government has recognised as fundamental to meeting the objectives of sustainable development across the archipelago.
Figure 15.2
22 Main Economic Activities
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It was also stated that the National Port Master Plan was to be linked to the 6 corridors economic development plan, the links addressing the issues of national connectivity, human resources development and logistics. This is shown diagrammatically in Figure 15.3
Figure 15.3
MP3EI and National Port Master Plan (NPMP)
VISION OF INDONESIA 2025A self ‐ Sufficient, Advanced, Just,
and Prosperous Indonesia
MP3EIAccelerate Economic
Transformation
NATIONAL CONNECTIVITYECONOMIC CORRIDORNational Human Resources Capability and Science ‐
Technology
National Transport System(SISTRANAS)
NATIONAL PORT MASTER PLAN
National Logistic System (SISLOGNAS)
Other National MasterPlan / Blue Prints
Individual Port Master Plan
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Sumatra, Corridor 1, is one of the largest islands of the world. It supports some 24% of the total population of Indonesia and is subdivided into 10 provinces – Aceh, N Sumatra, W Sumatra, Riau, Jambi, S Sumatra, Bengkulu, Lampung, Riau Islands and Bangka/Bilitung, with all but the latter two located on the main island. Each province on the main island has a central urban centre, which is a focus for growth of its particular province. Of special importance are the cities of Medan, the capital of N Sumatra with a population of 4 million, Palembang, the capital of S Sumatra with a population of 1.6 million, Lampung city for Lampung, Banda Aceh for Aceh province and Padang (port of Teluk Bayar) for W Sumatra. Each of these also has a port of significance crucial to support each of the provinces’ economies, and they are shown on Figure 15.3. Within Sumatra, there are two Pelindo jurisdictions involved in these ports, the ports to the north of the island falling under Pelindo I and the southern ones under Pelindo II.
The island of Sumatra is rich in a wide range of minerals, coal (about 40% of known national reserves), iron ore and rarer ores, and agricultural output, with CPO, in particular, and rubber important export commodities. It is also a good source for oil and gas. The lack of good land infrastructure has greatly inhibited the development of the economy with access to many of the valuable commodities seriously constrained through lack of road infrastructure or poor quality of what exists. Rail solutions are being considered for important large volume commodities, e g coal, but have yet to be implemented, the difficulties mostly associated with land acquisition issues and financing, as discussed earlier.
The plans for improving both the road and rail infrastructure over the ensuing 5 years and beyond must be implemented, but it is going to be important that each of the provinces takes a leadership role in ensuring that what is required in their respective domains is duly and properly carried out.
The ports being targeted for upgrading in the short term on Sumatra are:
• Belawan (Medan) for new or extended container terminal • Dumai (Riau) for common user petroleum products • Panjang (Lampung) for general cargo and bulk handling and
common user petroleum products • Palembang for general cargo or bulk handling • Padang (Teluk Bayar) for common user petroleum products • Jambi (Tanjung Emas) for common user petroleum products
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Source: IndII - Academic Paper to Support NPMP Decree, GP recompiled Figure 15.4
Corridor 1: Sumatra and Port Highlights
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Java, Corridor 2 with 58% of the total population of 245 million, is the industrial heartland of the country with 83% of industry based on the island, mostly in the western part of West Java and Banten and the densely populated Greater Jakarta area of 27 million. The key to maintaining the steady growth rate of the corridor is in the building up of its land based infrastructure, not least to support overdue airport and seaport expansion.
There is no lack of road and rail projects to be carried out, with many billions of dollars of investment required both within the main urban domains and to provide connectivity across the island. A serious impediment to building out the toll road network over the past decade, in particular, has been the inability to acquire the necessary land along the chosen routes. The passage of the new Land Acquisition Law in January 2012, referred to above, along with the more recently passed Government Regulation towards implementation, is expected to ease this barrier to development, although the new law remains to be tested. Notwithstanding this, progress has been made towards starting the construction of some of the outstanding segments of the ten links between Jakarta and Surabaya. These key cities could be fully connected by toll road by 2017-18.
Improvement of the road infrastructure which is at the top of the government agenda, is expected to have a significant positive impact on high logistics costs and port activities. Apart from the recently started expansion of Tanjung Priok and planned improvements to Tanjung Perak, further port infrastructure is required.
A follow on port for Western Java is being studied under Japanese financing at Cilamaya on the N Java coast, some 60 km to the east of Tanjung Priok. The project is being pushed along with some vigour, discussion is also in hand to carry out expansion work at Bojonegara, a natural deep water haven in Bantan province, which had previously been planned as an extension to Tanjung Priok. There are also plans to add further tailored facilities in the Sunda Strait and a new port at Rembang in Central Java. The important Central Java port of Semarang, will either need a major overhaul because of land subsidence or be relocated. The facilities at Banyuwangi in the Bali Strait in East Java are to be extended, and this location is expected to be linked to the Trans Java toll network in due course.
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Source: IndII - Academic Paper to Support NPMP Decree, GP recompiled Figure 15.5
Corridor 2: Java and Port Highlights
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The major island of Borneo, with the main Kalimantan area as part of Indonesia, forms corridor 3 of the MP3EI. It is still covered with large tracts of forest, even despite large areas having already been expoited and/or changed over to palm oil plantations. The island is currently also the main source of Indonesian coal exports, particularly from mines located in the provinces of East and South Kalimantan. Gold is also mined from sites in East and Central Kalimantan, and bauxite in West Kalimantan. There are also many areas where CPO is grown and harvested as well as continuing forestry activities. While the main public ports on the island are at Balikpapan, Samarinda, Banjarmasin and Pontianak, many coal mines have their own special purpose ports or, for smaller operations, shared terminals. More of these are going to be required.
While the reserves of coal are vast, and mostly for continuing open cast operations, with many decades of resources yet to be exploited, in the longer term local governments are keen to expand their respective agricultural activities. To support this, as well as inland based mining, some key road and rail links have to be built and linked to port outlets.
The two ports being targeted for short term upgrading are Banjarmasin, S. Kalimantan, as a dedicated container terminal and to service common user petroleum products, and Pontianak in W Kalimantan where an extension to its container terminal facililties is required. The natural deep water port of Maloy on the East Kalimantan seaboard, surrounded by main coal mining activities, is also being targeted for attention as an international port with industrial estate development.
Corridor 4 concerns the island of Sulawesi, which has a population of 12.5 million, and is the gateway to East Indonesia. The island comprises six provinces; North Sulawesi, Gorontalo, Central Sulawesi, West Sulawesi (recently carved out of South Sulawesi), South Sulawesi and Southeast Sulawesi. Each province has its own port outlet. The port of Makassar in South Sulawesi is the headquarters of Pelindo IV and the main hub for East Indonesia. The other larger port centres with potential for expansion on the west coast are Pare-Pare and Belang-Belang. Manado is an important population centre in North Sulawesi and the nearby port of Bitung is a natural deep water harbour, which is being targeted for expansion to support a new special Economic Zone.
The island of Sulawesi is rich in nickel, oil and gas and hydro energy reserves mostly underdeveloped. It also supports significant upland forest reserves and high value agricultural projects as well as good paddy land. It also showed positive growth during the economic crisis of 1998 and immediate aftermath. Its tourism potential is undeveloped.
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Apart from port development, the corridor plans include major road upgrading of the spinal road links, and some strategic rail routes. A monorail is being planned for the main city of Makassar to address a growing congestion problem.
Source: IndII - Academic Paper to Support NPMP Decree, GP recompiled Figure 15.6
Corridor 3: Kalimantan and Port Highlights
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Source: IndII - Academic Paper to Support NPMP Decree, GP recompiled
Figure 15.7 Corridor 4: Sulawesi and Port Highlights
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Corridor 5 concerns the island of Bali and the chain of islands that make up Nusa Tenggara. Bali is already recognized as a world – renowned tourist centre. Lombok and the other islands of the Nusa Tenggara can offer as yet untapped potential for tourism. Apart from on-island road systems connectivity in this corridor is dependent on sea or air transport. There is a split in climatic conditions across the chain with the Southern part of Nusa Tenggara drier than the more tropical northern part. Mining takes place in Sumbawa.
The main ports in the corridor are shown in Figure 15.8. Apart from cruise line opportunities, yet unexplored, the area is rich with fishing potential.
Papua and Maluku are considered together as Corridor 6, as shown in Figure 15.9. There is also the huge potential of Papua with its large forested interior resources of minerals, oil and gas and relatively unexplored coal reserves. There are many habours in this corridor as shown in the figures. In addition, as indicated, Ambon, the main center in Maluku, is ripe for developing a major fishing and fish-processing industry.
Connectivity for this corridor must focus on sea and air links with strategic on-island Road links.
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Source: IndII - Academic Paper to Support NPMP Decree, GP recompiled
Figure 15.8 Corridor 5: Bali and Nusa Tenggara with Port Highlights
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Source: IndII - Academic Paper to Support NPMP Decree, GP recompiled
Figure 15.9 Corridor 6: Papua and Maluku with Port Highlights
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16.0 FINANCING ISSUES
Within the next five years Indonesia should and could invest about US$40 billion in the port sector. The question is how much of this will come from government budget, whether central or regional, how much will be required from private sector sources, whether domestic or foreign, and how much use will be made of state-owned banks and construction companies. At this juncture the Government of Indonesia is lagging behind its regional peers in terms of budget allocation to infrastructure, at about 4%, with India at over 7.5% and China at about 10.5%. The issue is exacerbated by the distortion to the economy of a significant fuel subsidy, which the government has been reluctant to reduce and ultimately remove altogether. It has been assessed that at least a further US$20 billion could be added to the infrastructure build out, were the subsidy removed.
According to Figure 16.1, Indonesia’s port infrastructure lags behind that of other main Asian countries, with only one country in a poorer condition.
Table 16.1 Infrastructure Quality in Selected Asian Countries (1 = Extremely under‐developed; 7 = efficient by international standards)
Country Singapore Malaysia Thailand China Indonesia India Philippines
Roads 6.6 5.7 5.1 4.3 3.5 3.3 2.8
Railroad 5.8 4.7 3.0 4.3 3.0 4.6 1.7 Seaport 6.8 5.6 5.0 4.3 3.6 3.9 2.8
Air Transport 6.9 5.9 5.9 4.4 4.6 4.6 3.6
Electricity 6.7 5.7 5.7 5.3 3.6 3.1 3.4
Score (out of 7)1 6.6 5.5 4.9 4.1 3.7 3.6 3.2
Source: WEF
Poor infrastructure acts as a brake on economic growth, with ports exhibiting higher costs, and sluggish and unreliable operations.
While domestic institutions will play a large part in funding port developments, it is considered that a significant measure of support from international finance will be needed to provide for the level of build out planned. The reasons for using international funding are
(i) the level of funding required should exceed that available in the domestic market, whether equity or as debt,
(ii) revenues in the port sector are generally in US dollars (iii) large domestic banks have a US dollar lending ceiling, and (iv) US dollar lending by domestic banks is generally expensive.
Notwithstanding this, it is usually easier to first apply for funding from domestic banks, especially if these have already developed a track record of lending, and
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the slow rate of construction of infrastructure projects to date has allowed domestic banks to effectively meet demand. However, should the level of infrastructure construction achieve that required then the local banking resources would be over-stretched.
A recent growing trend in Indonesia is to arrange the construction of key projects within the State-Owned company system, i e client, banking and construction. The first phase of the major container port extension to Tanjung Priok is to be carried out in this manner, but the precedent has been set on earlier projects in toll roads and more recently in the upgrading of Indonesia’s major airports. The question then is whether private companies will view this as a disincentive to engage in certain infrastructure areas or otherwise attractive projects, and whether the construction conditions being sought by investing terminal operators will be met.
However, in anticipation of an acceleration of infrastructure construction, there will be a need for international funding to supplement domestic resources. International funding is attracted to investment in Indonesia, particularly following its granting of investment grade by international rating agencies, because of its robust GDP growth, the size of the country and expected returns on investment.
A high level of demand, nevertheless, does not guarantee that FDI will come into the country; FDI usually has a choice of countries to view and will target those which offer the least stressful of arrangements for engagement along with expected satisfactory returns. Much will depend on the regulatory regime and clarity in project preparation and execution processes applying to a particular sector and comfort level against risk that can be secured in a given contract. There is a wide variation in contract preparation maturity in each of Indonesia’s infrastructure areas, with that applying in the ports sector less advanced than that, for example, for toll roads.
There remain actions to be taken by government in these potential risk areas to improve the conditions required for steady, secure FDI investment in infrastructure.
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17.0 SUMMARY, CONCLUDING REMARKS & OPPORTUNITIES
It is well acknowledged that a thriving seaports sector is vital for the economic growth and well-being of the Indonesian archipelago. Along with most other areas of the infrastructure domain, however, investment in ports and in shipping has been neglected for many years.
Following introductory sections briefly reviewing the outcome of the political changes that took place in 1998 and the recovery of the economy in the ensuing years, this report provides an overview of the structure of the sea transport/ports sector across the archipelago, and the divisions and responsibilities within the sector.
As elsewhere, successful port operations depend on good hinterland connections. An overview of the road and rail sectors and logistic issues is provided. This shows that significant improvements to both road and rail connections, particularly road, are needed in parallel to that for ports in order that the functions of the latter can be optimised.
There follow sections dealing with the different types of sea transport – shipping for containers, dry, bulk and general cargos, as well as for ferries.
In mid-2011 the Indonesian Government launched a 6-corridor economic development plan, the MP3EI, as a basis from which sustainable regional eceonomic growth could be established. This well-documented plan identified 22 areas of the economy which would require attention. A key section concerned investment in infrastructure which is seen as the foundation on which improvements in many of the other areas depend and, Indonesia being an archipelago, an efficient sea transport sector is essential to ensure the steady economic growth anticipated. This report examines briefly some of the main port issues that have to be addressed. Apart from the main ports under control of the Pelindos, it is expected that there will be further port development proposals put forward by local governments as well as of special purpose commodity terminals. These proposals will generally seek private sector support.
Financing of investment and some of the risk and constraints that have to be overcome, especially for funding the programmes for port upgrading and expansion, have been raised.
While domestic sources will play a significant part in the funding of future port developments, opportunities will be available for foreign participation in funding for these and for the financing of specific projects, either directly or in sindicated portfolios, as well as in shipping generally and for specific functions, e g for new ferries, and other specialty vessels. Some pointers have been presented in section 9.0 and trough out the report.
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To date Indonesia has not taken advantage of its significant fishing opportunities and fish processing and establishment of cold storage support facilities are areas ripe for investment and development. There is also a need for further oil terminals at various locations.
Another opportunity receiving increasing attention is that coming from the cruise industry, with east Indonesia, e g particularly in the scenic island sea routes around Corridors 4, 5, 6, providing an almost completely untouched but highly suitable location for cruise tourism.
18.0 ACKNOWLEDGEMENTS
The authors of this report would like to thank various people in the business chambers, the British Chamber of Commerce in Indonesia in particular, and those working in the ports sector who have given time for discussion. Especial thanks are rendered to those who gave time to actively participate, and thereby contribute to this report in the two workshops held in May and September, namely Mr David Wignall of David Wignall & Associates, Mr Oliver Goetz of Rothschild (Singapore), Mr Jakob Sorenson and Mr. Rahman Kurniawan of PT. Maersk Line Indonesia, Mr Henry Sandee of the World Bank, and Ibu Sumolang as representative of KADIN.
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19.0 REFERENCES
• Asia Foundation (2008), The cost of moving goods – road transportation, regulations and charges in Indonesia, Pub. April.
• Castle Asia/Glendale Partners (2008) - Indonesia Infrastructure, Sea Transport.
• Contributions to the Workshops (2012) by: Oliver Goetz - Rothschild (Singapore), Henry Sandee - WB, Jakob Sorenson and Rahman Kurniawan – Maersk Line Indonesia, David Wignall - David Wignall & Associates.
• David Wignall & Associates (2011) - Feasibility study report on Kalibaru.
• Government publications - the various laws and regulations mentioned in the
text, namely: Law No.21/1992 (Shipping), Law No 17/2008 (Shipping), Government Regulation (GR) No.69/2001 (Port Affairs), GR No. 61/2009 (Port Affairs), Law No.22 (Regional Autonomy), Law No.32 (Regional Autonomy), Law No. 2/2012 (Land Acquisition).
• Indonesia Infrastructure Initiative (IndII) (2010) – Academic Paper to Support National Port Master Plan.
• McKinsey (2012) – The Archipelago Economy: Unleashing Indonesia’s Potential.
• World Bank (2011). Assessment of the Road Construction Industry in Indonesia Study, carried out by URS Scott Wilson.
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Appendix 1
1st Seminar Agenda 22nd May 2012 The Mercantile Athletic Club, World Trade Centre Building, 18th floor Jalan Jend. Sudirman, Kav 29 – 31 Jakarta 12920 Seminar Agenda:
No Time Schedule
1. 08.15 – 09.00 Registration
2. 09.00 – 09.20 Opening Seminar/Workshop Speaker: Mr. Jakob Fris Sorensen, Chairman Eurocham and President Director, Maersk Indonesia.
3 9.20 – 10.00 EU Active Project – Interim report on first stage Dr. Scott Younger &Hartono Suwandi, Glendale Partners
4. 10.00 – 10.50 Kalibaru expansion plans for container port activities at Tj. Priok Speaker : David Wignall, Managing Director, David Wignall Associates
5. 10.50 – 11.20 Shipping priorities in Indonesian port development. Speaker : Michael T. Stott , Commercial Director, Samudra shipping
6. 11.20 – 12.10 Key issues for financing of port’ infrastructure Speaker : Oliver Geutz, Rothschild Singapore
7. 12.10 – 13.15 Lunch – Break
8. 13.15 – 14.00 The future of terminals for bulk commodities and tank farms Speaker : David Wignall and Dr. Scott Younger
9. 14.00 – 14.15 Closing speakers Closing remarks Speaker : Dr. Scott Younger
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Appendix 2 2nd Seminar Agenda
25th September 2012 The Mercantile Athletic Club, World Trade Centre Building, 18th floor Jalan Jend. Sudirman, Kav 29 – 31 Jakarta 12920 Seminar Agenda:
No Time Schedule
1. 08.30 – 09.00 REGISTRATION
2. 09.00 – 09.15 Welcoming Remarks from British Chamber Board
3. 9.15 – 9.20 Opening Remarks by Dr Scott Younger, PT Nusantara Infrastructure, Glendale Partners & Head of BritCham and EuroCham Working Groups
4 9.20 – 9.45 The Kalibaru and other developments in the Indonesian Port Sector, David Wignall, David Wignall & Associates
5. 09.50 – 10.30 Status of Road and Rail Infrastructure, Dr. Scott Younger, PT Nusantara Infrastructure
6. 10.30 – 10.45
The importance of land connectivity (railway & roads) as supporting infrastructure to inter, intra islands and international activities, Dr. Ir. Sudarto, Permanent Chairman of KADIN Indonesia Property and Construction Infrastructure Committee
7. 10.45 – 11.00 COFFEE BREAK
8. 11.00 – 11.30 Logistic Issues in the transport sector, Mr. Hendry Sandee, Head of Logistic Section, World Bank, Jakarta
9. 11.30 – 12.00 The potential of the domestic container market, Mr Jakob Sorenson and Mr. Rahman Kurniawan, PT Maersk Line Indonesia
10. 12.00 – 12.20 Findings from EU Active Ports Study, Dr Scott Younger & Hartono Suwandi, Glendale Partners
11 12.20 – 12.30 Q & A
12 12.30 – 13.15 Summary and Closing Remarks
13 13.00 – 14.30 LUNCH
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Appendix 3 List of Identified Non- Administered Public Ports
No. Island (Area) No Port1
SUMATERA
1 Calang2 2 Susoh3 3 Tapak Tuan4 4 Sinabang5 5 Singkil6 6 Tanjung Tiram7 7 Pelabuhan Tanjung Pura 8 8 Pelabuhan Pantai Cermin 9 9 Tanjung Beringin
10 10 Pangkalan Dodek 11 11 Leidong12 12 Sei Berombang 13 13 Panipahan14 14 Sikara‐kara 15 15 Lahewa16 16 Tello 17 17 Air Bangis18 18 Muara Sikabaluan 19 19 Muara Siberut20 20 Tua Pejat 21 21 Sikakap22 22 Bake 23 23 Siuban24 24 Sungai Guntung 25 25 Tanjung Batu Kundur26 26 Moro 27 27 Dabo Singkep28 28 Kuala Mendahara 29 29 Bintuhan30 30 Melakoni Enggano31 31 Sungai Lumpur32 32 Toboali33 33 Sadai 34 34 Manggar35 35 Mesuji 36 36 Teluk Betung37 37 Kota Agung38
JAVA
1 Labuhan39 2 Bojonegoro 40 3 Karangatu41 4 Indramayu 42 5 Bondet43 6 Astanajayapura 44 7 Gebang45 8 Brondong Indramayu 46 9 Pangandaran
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47 10 Brebes48 11 Tegal49 12 Pekalongan50 13 Batang51 14 Jepara 52 15 Juwana53 16 Rembang 54 17 Brondong 55 18 Pasuruan 56 19 Lekok57 20 Kalibuntu 58 21 Besuki59 22 Pasir Putih 60 23 Panarukan61 24 Kalbut 62 25 Mimbo63 26 Wilayah kerja.Pelabuhan sepuluh 64 27 Telaga Biru65 28 Wilayah kerja sampang 66 29 Branta67 30 Pasean 68 31 Bawean69 32 Masalembo 70 33 Sapudi71 34 Kangean 72 35 Sepekan73 36 Pengerungan 74
KALIMANTAN
1 Merbau‐Paloh75 2 Telok Air76 3 Telok Melano77 4 Kedawangan78 5 Pengatan Mendawai 79 6 Batu Licin80 7 Gunung Batu Besar 81 8 Tanah Grogot82 9 Kuala Samboja 83 10 Tanjung Santan84 11 Sangkulirang 85 12 Tanjung Redep86 13 Tanjung Selor 87 14 Bunyu88 15 Sungai Nyamuk 89
SULAWESI
1 Lirung90 2 Tahuna 91 3 Ulu Siau92 4 Pelabuhan Likupang 93 5 Labuan Uki94 6 Kwandang95 7 Lokodidi96 8 Leok
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97 9 Moutong98 10 Wani99 11 Parigi
100 12 Poso101 13 Kolonodale 102 14 Ampana103 15 Bunta 104 16 Banggai105 17 Belang‐Belang 106 18 Mamuju107 19 Majene 108 20 Polewali109 21 Awerange 110 22 Janeponto111 23 Selayar (Benteng) 112 24 Sinjai113 25 Siwa114 26 Palopo115 27 Kolaka 116 28 Langgara117 29 Raha 118 30 Bau‐Bau119
BALI & NUSATENGGARA
1 Buleleng 120 2 Sanur121 3 Kusamba 122 4 Lembongan123 5 Nusa Penida 124 6 Pemenang/Tanjung125 7 Carik126 8 labuhan lombok127 9 Labuhan Haji128 10 Tanjung luar 129 11 Benete130 12 Calabai 131 13 Sape132 14 Waikelo 133 15 Labuan Bajo134 16 Reo 135 17 Larantuka136 18 Baranusa/Kalabahi 137 19 Baa‐Rote138 20 Atapupu 139
MALUKU ARCHIPELAGO AND PAPUA
1 Bere‐bere140 2 Daruba 141 3 Tobelo142 4 Soasio 143 5 Gita/Payahe144 6 Maffa145 7 Wil.Kerja Pel.Saketa146 8 labuha
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147 9 Gebe148 10 Sanana149 11 Namilea (Namlea)150 12 Tulehu151 13 Waisarisa 152 14 Amahai153 15 Wahai 154 16 Saumlaki155 17 Tual 156 18 Dobo157 19 Arandai 158 20 Bintuni159 21 Babo 160 22 Oransbari161 23 Kaimana 162 24 Nabire163 25 Serui164 26 Amamapare165 27 Teba 166 28 Sarmi
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Appendix 4 List of Identified Special Ports/Harbours
No. Island (Area) No. Port 1
SUMATERA
1 PERTAMINA SABANG2 2 Penyeberangan Balohan
3 3 PT.TAMBANG BATU BARA TELUKBAYUR(Dermaga Teluk Bayur}
4 4 PT.BHUMIREKSA NUSASEJATI 5 5 PT.PULAU SAMBU GUNTUNG2 6 6 PT.TAMBANG TIMAH KUNDUR 7 7 PERTAMINA SAMBU/PSB 8 8 Nongsa
9 9 PT.BATU BARA KERTA PATI (Dermaga Kertapati)
10 10 PT. TIMAH BANGKA11 11 PT.SAWINDO KENCANA
12 12 PT.TAMBANG BATU BARA TARAHAN (Pelabuhan Tarahan)
13
J A V A
1PT.GT.PETROCHEM INDUSTRI Tbk DIVISI KIMIA
14 2 Pulau Pabelokan15 3 Widuri Terminal 16 4 CONOCO 114 Terminal17 5 Pelabuhan Perikanan Nizamzachman 18 6 Arjuna Terminal19 7 PERTAMINA BALONGAN 20 8 PT.SEMEN GRESIK TUBAN 21 9 PT.PACIFIC PETROCHEMICAL INDOTAMA 22 10 PERTAMINA JOB PETROCHINA 23 11 Perikanan Nusantara Borondong 24 12 PLTU PT.Paiton Energy25 13 PT. Garam Kalianget 26
KALIMANTAN
1 Rambang Palangkaraya 27 2 PT.PUPUK KALTIM BONTANG 28 3 Pertamina LNG Badak29 4 Suaran Jetty30
SULAWESI
1 SEMEN TONASA 31 2 PT.UNGGUL WIDYA TEHNOLOGI LESTARI32 3 Tanjung Bakau 33 4 Paleleh34 5 PT.ANTAM UBPN Operasi Pomala
35
MALUKU ARCHIPELAGO AND PAPUA
1 Waisarissa 36 2 PT.ANTAM UBPN GEE & Buli 37 3 PT.ANTAM UBPN Operasi Gebe 38 4 Penyeberangan Tual39 5 Amamapare (PT.Freeport Indonesia)
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Special Harbours
No. Island (Area) No Port 1
SUMATERA
1 DERMAGA DISTRIK NAVIGASI SABANG 2 2 PT.PERIKANAN SAMUDRA BESAR‐SABANG 3 3 TNI AL .SABANG 4 4 PT. TJIPTA RIMBA DJAYA 5 5 Perikanan Sibolga 6 6 PERTAMINA SIBOLGA 7 7 PERTAMINA GUNUNG SITOLI 8 8 PT.ANTAM Tbk BAUKSIT KIJANG
9 9 PT PAS MARITIM (PT. Exspan Marine Terminal)
10
J A V A
1 PT.BAYER URETHANGS IND
11 2 PT.INDONESIA POWER INDONESIA (PLTU SEKTOR SURALAYA)
12 3 PT.BUANA BINTANG SAMUDRA 13 4 PT.EKA GLOBAL BUANA 14 5 Pulau Matahari 15 6 Pelabuhan Pulau Bira 16 7 Pulau Kotok Timur 17 8 Pulau Pantara 18 9 Dermaga Pulau Sepa
19 10 Pulau Bidadari 20 11 PT.KAYULAPIS INDONESIA 21 12 PT.ANTAM Tbk UP PASIR BASI CILACAP 22 13 PT.SRIBOGA RATU RAYA 23 14 PT.DWIMATAMA MULTIKARSA 24 15 PERTAMINA upms IV(Tanjung Emas) 25 16 PT.PUPUK SRIWIJAYA
26 KALIMANTAN 1 PT.ARUTMIN INDONESIA
27 MALUKU ARCHIPELAGO AND
PAPUA 1 DUKS PERIKANAN NUSANTARA TUAL
Other Ports
No. Island (Area) No Port 1
JAVA 1 Dadap Juntiyuat Indramayus
2 2 PT Petrokimia Gresik 3 Sulawesi 1 Paotere 4
BALI & NUSATENGGARA 1 Tawun
5 2 Kempo
6 MALUKU ARCHIPELAGO AND
PAPUA 1 PT Thengshing (Ting Sheen) Banda Sejahtera
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Appendix 5 Numbers of Fisheries Ports by Province
No Province PPS PPN PPP PP PPI Total
1 Jambi 0 0 0 0 3 3 2 Bengkulu 0 0 0 0 17 17 3 Kalimantan Barat 0 1 1 0 89 91 4 Kalimantan Timur 0 0 1 0 19 20 5 Kepulauan Bangka‐Belitung 0 2 0 0 14 16 6 Lampung 0 0 4 0 18 22 7 Nanggroe Aceh Darussalam 0 0 1 1 81 83 8 Riau 0 0 0 0 11 11 9 Kalimantan Tengah 0 0 1 0 7 8 10 DKI Jakarta 1 0 0 0 4 5 11 Sumatera Barat 1 0 1 0 29 31 12 Sumatera Selatan 0 0 0 0 7 7 13 Sumatera Utara 1 1 1 0 32 35 14 Banten 0 1 1 0 37 39 15 Yogyakarta 0 0 1 0 21 22 16 Jawa Barat 0 2 6 0 85 93 17 Jawa Tengah 1 1 9 0 104 115 18 Kalimantan Selatan 0 0 1 0 8 9 19 Kepulauan Riau 0 0 1 2 10 13 20 Bali 0 1 0 0 15 16 21 Nusa Tenggara Barat 0 0 1 0 28 29 22 Nusa Tenggara Timur 0 0 1 0 18 19 23 Sulawesi Barat 0 0 0 0 6 6 24 Sulawesi Selatan 0 0 0 0 39 39 25 Sulawesi Tengah 0 0 0 0 17 17 26 Sulawesi Tenggara 1 0 0 0 26 27 27 Sulawesi Utara 1 0 2 0 10 13 28 Gorontalo 0 0 1 0 8 9 29 Maluku Utara 0 1 1 0 12 14 30 Maluku 0 2 0 0 20 22 31 Jawa Timur 0 2 7 0 87 96 32 Papua 0 0 0 0 19 19 33 Papua Barat 0 0 1 0 18 19
Total 6 14 43 3 919 985
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Appendix 6 Contact Details for Ministry and Pelindo Offices
Ministry of Transportation (MOT)
Directorate General for Sea Transportation (Secretary) Gedung Karsa 4th Floor, Jalan Medan Merdeka Barat No.8 Jakarta 10110 Ph: 021.384 2440
Marine Affairs and Fisheries
Secretary General Gd. Mina Bahari I, Lt.5 Jl. Medan Merdeka Timur No.16, Jakarta 10110 Ph. 021.350 0045
PELINDO: Pelindo I Management Address: PP(Persero) Pelabuhan Indonesia I, Medan Sumatera Utara, Jl. Krakatau Ujung No.100 Tel. 061.6610220, 6611330,661630 Telex 51992, Fax 061.6610906. Pelindo II Management Address: Jl. Pasoso No.1 Tanjung Priok Jakarta Utara, Jakarta 14310 Tel: +62-21-4367505 Fax: +62-21-43911704 Homepage: http://www.inaport2.co.id Pelindo III Management Address: Jl. Perak Timur No.610 Surabaya 60165, Indonesia Tel. +62(31) 3298631-37 Fax +62(31) 3295204/3295207 Telex +62(31)32387 PO BOX: 853 Pelindo IV Management Address: Jl. Hatta No.1 Makassar Phone: 0411-316549 Fax: 0411-319044 Homepage: http://www.pelabuhan4.co.id
