Glendale Partner

EUACTIVEPROJECT
INDONESIANPORTSINFRASTRUCTURE
FINALREPORT
October2012
PTGLENDALEPARTNERS
MenaraGlobal,23rdFloor
Jl.GatotSubrotoKav27,Jakarta12950
Ph:+62215270426,+625270438Fax;+62215270433
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
Indonesias 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 countrys standing worldwide, as measured
in the World Banks 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
1.0.
INTRODUCTION
2.0.
THE EU ACTIVE PROJECT PORTS AND SHIPPING
3.0
OBJECTIVES AND SCOPE OF THE STUDY
4.0
POLITICAL AND ECONOMIC OVERVIEW
5.0
THE STRUCTURE OF THE PORTS AND SHIPPING INDUSTRY
Port Master Plan
Port Hierarchy and Profile
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
FIGURE 4.1 Current and Forecast Steady Expansion of the GDP Per-Capita,
2010 45
FIGURE 4.2
Indonesian Key Natural Resources
FIGURE 5.1
Jurisdictional Area of Each of the Pelindos
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
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 INDONESIAS 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 countrys 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 countrys 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 fastexpanding 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.
PREPARATION
ACCELERATION
SUSTAINABILITY
46,900
NominalGDPperCapitaUSD
38,600
30,400
22,500
14,900
3,000
5,300
2010
2015
9,000
2020
2025
2030
2035
NominalGDP(US$Billion)
7111,335 2,4164,257 6,793 9,706
Population(Millionpeople)
237 253
2040
2045
12,989 16,578
269286 302319336 353
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.
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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 countrys
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
PelindoI
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
Province(Area)
1.NangroeAcehDarussalam
(Aceh)
2.NorthSumatra
3.Riau
4.RiauIslands
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
Port
Sabang
Malahayati
Lhokseumawe
Meulaboh
KualaLangsa
PangkalanSusu
Belawan
BelawanContainerTerminal
KualaTanjung
TanjungBalaiAsahan
Sibolga
GunungSitoli
BaganSiapi api
Dumai
Bengkalis
SeiPakning
Perawang
PekanBaru
SelatPanjang
Rengat
Tembilahan
KualaEnok
TanjungBalaiKarimun
PulauSambu/PulauLumba
Sekupang(InternasonalSekupang)
BatuAmpar
Kabil
TanjungUban
TanjungPinang_(SriBintanPura)
SriPayungBatuAnam
Kijang
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
Port
TelukBayur
KualaTungkal
Jambi
Bengkulu
SPalembang/BoomBaru
Muntok
Pangkalbalam
TanjungPandan
Panjang
Banten
SundaKelal
TanjungPriok
JakartaInternatonalContainer
Kalibaru
SCirebon
Sintete
Singkawang
Pontianak
Ketapang
PelindoII
No.
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
Province(Area)
1.WestSumatra
2.Jambi
3.Bengkulu
4.SouthSumatra
5.BangkaBelitung
6.Lampung
7.Banten
8.DKIJakarta
9.WestJava
10.WestKalimantan
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PelindoIII
No.
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
Province(Area)
1.CentralKalimantan
2.SouthKalimantan
3.CentralJavaand4.
Yogyakarta(0)
5.EastJava
6.Bali
7.NusaTenggaraBarat
8.NusaTenggaraTimur
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
Port
PangkalanBun
Kumai
kualaPembuang
Sampit
Samuda
PulauPisau
Trisakti Banjarmasin
Kotabaru
Tegal
TanjungIntan
TanjungEmas
PelabuhanGresik
PelabuhanTanjungPerak
Probolinggo
TanjungWangi
Kalianget
CelukanBawang
Benoa
Lembar
LabuhanLalar
LabuhanAlas
Badas
Bima
Waingapu
Ende
Maumere
Tenau
PelindoIV
No.
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
Province(Area)
1.EastKalimantan
2.NorthSulawesi
3.Gorontalo
4.CentralSulawesi
5.SouthSulawesi
6.SouthEastSulawesi(Sulawesi
Tenggara)
7.NorthMaluku
8.Maluku
9.WestPapua
10.Papua
No.
1
2
3
4
5
6
7
8
9
10
11
Port
Nunukan
Samarinda
Balikpapan
Bitung
Manado
Gorontalo
ToliToli
Pantoloan
Luwuk
PelabuhanNusantaraParepare
Makassar
12
13
14
15
16
17
18
19
20
21
PelabuhanNusantaraKendari
AchmadYani Ternate
Ambon
BandaNaira
Sorong
FakFak
Manokwari
Biak
Jayapura
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
12|P a g e
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.
350
300
MillionTons
250
200
150
100
50
0
2003 2004 2005 2006 2007

CoalProduction 121.04 130.86 152.86 190.48 221.1
2008
2009
2010
240
283
325
Export
85.3
93.76 110.79 144.94 158.6
191
230
265
Domestic
35.74
37.1
49
53
60
41.3
45.54
62.5
Source: Indonesian Coal Mining Association (ICMA)
Figure 5.5
Coal Production, Exports and Domestic Sales in Indonesia (2003 2010)
13|P a g e
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
countrys fishing ports.
1.FP. Sibolga Sibolga, S.Sumatera
2.FP.Samudra Besar Sabang, Aceh
3.FP. NizamzachmanN.Jakarta, DKI Jkt
4.FP. Barondong, Lamongan, E. Java
Figure 5.6
Indonesian Fisheries Ports
14|P a g e
Table 5.2
Fishing Harbours
No
FishingHarbours
Criteria
OceanicFishingHarbour
(PPS)
NusantaraDomestic
FishingHarbour(PPN)
CoastalFishingHarbour(PPP)
FishingHarbour
(PPI)
Category
TypeAorClassI
TypeBorClassII
TypeCorClassIII
TerritorialWaters,
ExclusiveEconomicZone
(EEZ)
InnerandInterislandwaters,TerritorialWaters,
ExclusiveEconomicZone(EEZ)
InnerandInter
islandwaters
>60GT
3060GT
1030GT
>300mand>3m
150300mand>3m
100150mand>2m
>6000GT(equivalentto
100vesselsof60GT
each)
>2250GT(equivalentto
75vesselsof30GTeach)
>300GT(equivalentto30vesselsof10GTeach)
310GT
50100mand>2
m
>60GT(equivalent
to20vesselsof3GT
each)
average60tonperday
average30tonperday
TerritorialWaters,
ExclusiveEconomicZone
(EEZ)andInternational
Waters
OperationalArea
BerthingFacilities
WharfLengthand
Seabeddepth
4
5
6
7
8
9
10
11
12
Capacity
VolumeofFish
Landed
Export
Area
Facilitiesfor
QualityControlof
FishProduction
ZonationofFish
Processingand
Industry
Harbours
Locations
Yes
Yes
No
No
>30Ha
1530Ha
515Ha
25Ha
Available
Available/NA
NA
NA
Available
Available
Available
NA
14
46
919
Belawan,Bungus,
Cilacap,Kendari,Nizam
ZachmanJakarta
Ambon,Bitung,Brondong,
Kejawanan,Pelabuhan
Ratu,Pekalongan,
Pemangkat,Prigi,Sibolga,
TanjungPandan,Ternate
andTual
AsemDoyong,Bacan,Bajomulyo,Banjarmasin,
Bawean,Blanakan,Bondet,Cilautereun,Ciparage,
Dagho,Eretan,Hantipan,Karangantu,
Karimunjawa,KidangLor,KotaAgung,Kupang,
Kwandang,Labuan,LabuhanLombok,Lampulo,
Lekok,Lempasing,Mayangan,Morodema,
Throughoutthe
Archipelago
Source: Ministry of Marine Affairs and Fisheries
15|P a g e
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.
LAWNo. 22/1999
on
RegionalAutonomy
LAWNo. 32/2004
on
RegionalAutonomy
LAWNo. 21/1992
on
Shipping
LAW No.17/2008
on
Shipping
Gov.Reg.No.69/2001
on
PortAffairs
Gov. RegNo.61/2009
on
PortAffairs
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.
16|P a g e
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.
17|P a g e
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
18|P a g e
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 Is 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).
19|P a g e
PortCode
Name
Address
Telephone
Fax
Regency/City
Province
Management
ManagementAddress
Coordinate
Function
Class
LogPortGateway
Length
Wide
Depth
PortPond
Wide
MinimumDepth
MaximumDepth
6
Belawan
Jl.SumateraNo.1
Belawan,Medan
0616941919/
0616941720
0616941300
CityofMedan
NorthSumatera
PTPelabuhanIndonesiaI
(Persero)
Jl.KrakatauUjungNo.100
Medan
03047'36"NorthLat.
98050'24"EastLong.
InternationalHub
ClassI
13.5Km
100m
8 10mLWS
4,428,500m2
6MLWS
10MLWS
Source: MOT, GP recompiled
Figure 9.3
Belawan Port - Profile
20|P a g e
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 Indonesias 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 Pelindos
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.
21|P a g e
Figure 9.5 presents an aerial view of some of the administered public ports under the
jurisdiction of Pelindo II.
1.Teluk BayurPadang 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.
22|P a g e
PortCode
Name
Address
Telephone
Fax
Regency/City
Province
Management
Management
Address
Coordinate
Function
Class
LogPortGateway
Length
Wide
Depth
PortPond
Wide
MinimumDepth
MaximumDepth
29
TanjungPriok
Jl.PososoNo.1TanjungPriok,
Jakarta
021.4367305/4301080
021.4372933
NorthJakartaMunicipal
DKIJakarta
PTPelabuhanIndonesiaII
(Persero)
Jl.PososoNo.1TanjungPriok,
Jakarta
06006'00"SouthLat.
106053'00"EastLong.
InternationalHub
ClassII
16,853Km
n/a
14mLWS
424Ha
7mLWS
7mLWS
Figure 9.6
Tanjung Priok Port (Main Port of Pelindo II) - Profile
23|P a g e
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
24|P a g e
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).
25|P a g e
Figure 9.7
New Priok (Kalibaru) Port Master Plan
26|P a g e
Figure 9.8
Transhipment Hub at Batam
27|P a g e
Figure 9.9
Sorong Port Container Terminal in context of MP3EI corridor 6
28|P a g e
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
29|P a g e
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 BunW.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.
30|P a g e
PortCode
Name
Address
Telephone
Fax
Regency/City
Province
Management
Management
Address
Coordinate
Function
Class
LogPortGateway
Length
Wide
Depth
PortPond
Wide
MinimumDepth
MaximumDepth
47
PelabuhanTanjungPerak
Jl.TanjungPerakTimurNo.620
031.3291992
031.3293994
CityofSurabaya
EastJava
PTPelabuhanIndonesiaIII
(Persero)
Jl.PerakTimurNo.610,Surabaya
07011'54"SouthLat.
112043'22"EastLong.
InternationalHub
n/a
25mil
100m
9.7 12MLWS
16,340,300M2
9.6mLWS
10.5mLWS
Figure 9.12
Tanjung Perak Port (Main Port of Pelindo III) - Profile
31|P a g e
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 IVs territorial area
in East Indonesia and some of the ports within its jurisdiction.
Figure 9.13
Jurisdictional Area of Pelindo IV
32|P a g e
Figure 9.14 presents an aerial view of some the administered public ports under
Pelindo IVs 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
TEUs 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.
33|P a g e
PortCode
Name
Address
Telephone
Fax
Regency/City
Province
Management
Management
Address
Coordinate
Function
Class
LogPortGateway
Length
Wide
Depth
PortPond
Wide
MinimumDepth
MaximumDepth
71
Makassar
Jl.SoekarnoNo.1Makassar
0411.316549,316966,320941
0411.313513
MakassarCity
SouthSulawesi
PTPelabuhanIndonesiaIV
(Persero)
Jl.HattaPelabuhanMakassar
05008'00"SouthLat.
119024'00"EastLong.
InternationalHub
MainClass
25mil
150m
26m
1,520Ha
9.7mLWS
16.00mLWS
Figure 9.15
Makassar Port (Main Port of Pelindo IV) - Profile
34|P a g e
10.0 CONTAINER SHIPPING

In Figure 10.1 is depicted the relative importance of Jakartas 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.
35|P a g e
Table 10.1
Forecast of Total Indonesian Cargo Demand under Alternative Growth
2015 - 2030 (000's tons)
TypeofCargo
GeneralCargo
Container
DryBulk
LiquidBulk
Scenario
Low
Base
High
Low
Base
High
Low
Base
High
Low
Base
High
2015
177,256
185,241
193,226
166,360
171,545
176,730
603,532
726,454
849,375
222,846
231,360
239,873
2020
207,033
222,160
237,287
236,640
255,115
273,590
647,005
835,950
1,024,895
265,866
285,948
306,029
2030
249,092
288,851
328,609
421,280
495,085
568,890
763,230
1,078,156
1,393,081
364,496
422,963
481,430
Source: Nathan Associates Inc.
70,000
60,000
000'sTEU
50,000
40,000
30,000
20,000
10,000
2030
2025
2021
2020
2019
2018
2017
2016
2015
2014
2013
2012
2011
2010
YEAR
HighGrowth
BaseCase
LowGrowth
Source: Nathan Associates Inc.
Figure 10.2
Indonesian Container Traffic Projections from 2010 to 2030
36|P a g e
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 Jakartas 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
37|P a g e
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.
38|P a g e
Table 10.2
Top 50 Ports in Indonesia
No
Port
ForeignTrade
Imports Exports Subtotal
1 Tg.Priok
1,605 1,485 3,090
2 Tg.Perak
630 576 1,206
3 Belawan
302 309 611
4 Tg.Emas
291 253 544
5 Panjang
137 139 276
6 Makassar
2 2
7 Banjarmasin

8 Pontinak

9 Samarinda

10 Pekanbaru
11 32 43
11 Merak
25 36 61
12 Perawang
1 53 54
13 Bitung

14 Palembang
16 16 32
15 BatuAmpar
18 29 47
16 TelukBayur

17 Balikpapan
1 2 3
18 Batam
1 3 4
19 Jayapura

20 Buatan
2 26 28
21 Kabil
12 15 27
22 KualaTungkal
22 22
23 Sorong

24 Tarakan

25 Ambon

26 BatuLicin

27 BauBau

28 Biak

29 Merauke

30 P.Burung
10 10
31 TalangDuku
4 5 9
32 Palu

33 Timika

34 Kendari

35 S.Guntung
8 8
36 FakFak

37 Manokwari

38 Nabire

39 Benoa

40 Benete
2 3 5
41 Jambi
2 2 4
42 Muntok
2 2 4
43 Sampit

44 S.Buatan
3 3
45 Pantoloan

46 PangkalBalam
1 1 2
47 Malili

48 Tg.Pandan

49 Kumai

50 Luwuk

3,065 3,030 6,095

Top50Ports
Source: DGST - Nathan Associates Inc. recompiled.
DomesticTrade
Unloading Loading Subtotal

TOTAL
328 505 833
3,923
256 282 538
1,744
180 98 278
889
17 15 32
576
14 11 25
301
144 104 248
250
61 57 118
118
70 29 99
99
50 45 95
95
16 13 29
72
1 1 2
63
4 5 9
63
27 36 63
63
14 15 29
61

47
20 22 42
42
19 16 35
38
15 11 26
30
12 15 27
27

28

27

22
13 9 22
22
9 8 17
17
7 8 15
15
7 7 14
14
7 4 11
11
7 3 10
10
6 4 10
10

10

9
5 4 9
9
5 4 9
9
6 3 9
9

8
4 3 7
7
4 3 7
7
4 3 7
7
3 3 6
6

5

4

4
2 2 4
4

3
2 1 3
3

2
1 1 2
2
1 1 2
2
1 1 2
2
1
1
1
1,343 1,352 2,695
8,790
39|P a g e
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).
ContainersHandled(Teus)
6,000,000
5,000,000
4,000,000
3,000,000
2,000,000
1,000,000
2006
2007
2008
2009
2010
PELINDOI
304,002
319,202
900,623
1,340,337
2,158,333
PELINDOII
3,920,049
4,116,045
4,527,650
4,754,031
5,051,156
PELINDOIII
833,573
1,691,783
1,798,785
1,878,799
2,104,849
PELINDOIV
544,058
571,261
1,031,450
1,185,024
1,280,388
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.
40|P a g e
No.ofShipcalls
90,000
80,000
70,000
60,000
50,000
40,000
30,000
20,000
10,000
2006
2007
2008
2009
2010
PELINDOI
77,309
75,749
76,164
73,171
69,544
PELINDOII
62,181
64,046
70,451
74,314
79,403
PELINDOIII
70,818
73,277
74,818
72,480
68,963
PELINDOIV
58,160
58,160
55,580
54,964
59,464
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.
000'stons
3,500,000
2030
3,000,000
2020
2015
2,500,000
2,000,000
1,500,000
1,000,000
500,000
Low Base High Low Base High Low Base High Low Base High
GeneralCargo
Container
DryBulk
LiquidBulk
Source: DGST - Nathan Associates Inc.
Figure 11.1
Forecast of Total Indonesian Cargo Handled
41|P a g e
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.
Figure 11.2
2009 Domestic General Cargo Trade Flows in Indonesia
Figure 11.3
2009 Domestic Dry Bulk Trade Flows in Indonesia
42|P a g e
Figure 11.4
2009 Domestic Liquid Bulk Trade Flows in Indonesia
Figure 11.5
2009 International General Cargo Trade Flows in Indonesia
43|P a g e
Figure 11.6
2009 International Dry Bulk Trade Flows in Indonesia
Figure 11.7
2009 International Liquid Bulk Trade Flows in Indonesia
44|P a g e
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
65,140,726
84,369,269
102,229,787
118,965,353
67,964,190
Total
Source: Directorate General of Land Transportation (DGLT) - MOT
18,000,000
16,000,000
Passengers
14,000,000
12,000,000
10,000,000
8,000,000
6,000,000
4,000,000
2,000,000
2006
2007
2008
2009
2010
YEAR
MerakBakauni
UjungKamal
KetapangGilimanuk
Others
Figure 12.1
Commercial Ferry Passengers (2006 - 2010)
45|P a g e
250
200
Unit
150
100
50
0
2006
2007
2008
2009
2010
LCT
10
10
10
10
Passanger
10
11
11
TruckAir
166
175
171
171
210
Roro
YEAR
Roro
TruckAir
Passanger
LCT
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.
46|P a g e
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
WhiteSnapper
Grouper
Seaweed
PearlOyster
SeaCucumber
Lobster
Shellfish
Total
Area(Ha)
31
104
206
73
28
23
29
495
47|P a g e
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 countrys 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.
12,000
10,000
(,000 Km)
8,000
6,000
4,000
2,000
-
China
India
Indonesia
Thailand
Malaysia
Philippines
Area (,000 Km2)
9,570
2,973
1,905
517
329
300
Roads* (,000 Km)
3,860
3,320
473
212
100
202
Country
Area (,000 Km2)
Roads* (,000 Km)
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.
48|P a g e
KM
500,000
450,000
400,000
350,000
300,000
250,000
200,000
150,000
100,000
50,000
2003
2004
2005
2006
2007
2008
2009
YEAR
National
Province
Regency/Urban
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. 201718, in order to provide a high class highway system across the island, where most of
the nations 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 openended 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.
49|P a g e
Source: Jasa Marga
Figure 14.3
Java Toll Roads Network
50|P a g e
Figure 14.4
Jabodetabek Toll Roads Network
51|P a g e
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.
3%
100%
13%
22%
33%
Percentage (%)
80%
34%
60%
31%
27%
25%
40%
50%
34%
20%
22%
6%
0%
National
Province
Regencyl/Urban
Status
Good
Moderate
Damaged
Badly Damaged
Source: Central Statistics Bureau
Figure 14.5
Condition of the Road Network
It is obviously important to ensure that road networks immediately serving the
countrys 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.
52|P a g e
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 todays 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
countrys main airports, eg Soekarno-Hatta for Jakarta and the airports for Surabaya
and Medan.
53|P a g e
Figure 14.6
Main Rail Network of Java in 2010
54|P a g e
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.
55|P a g e
G20average
4.50
LowermiddleIncome
average
4.00
IndexScore
3.50
3.00
2.50
2.00
1.50
1.00
0.50
75
Brunei(N/A)
Indonesia
27 29 35 44 47 53
CountryandLPIIndexRank
Myanmar
Vietnam
23
Cambodia
China
21
LaoPDR
KoreaRepublic
18
India
NewZealand
Philippines
Australia
Thailand
Japan
Malaysia
Singapore
118 129 133 N/A
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 Indonesias infrastructure quality when
compared with ASEAN and selected other countries. It highlights the relatively poor
condition of Indonesias road and transport sector infrastructure in line with the
discussion above on the road and rail sectors.
Ports
Infrastructure
Airports
Road
Rail
Warehousing/transloading
Telecom&IT
1
Score
ASEAN+6Others
Indonesia
Source: International Logistics Performance Index (LPI) - World Bank recompiled
Figure 14.8
2010 Indonesia Infrastructure Quality
56|P a g e
The World Banks 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.
57|P a g e
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 subdivision 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.
58|P a g e
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
59|P a g e
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
VISIONOFINDONESIA 2025
Aself Sufficient,Advanced,Just,
andProsperousIndonesia
MP3EI
AccelerateEconomic
Transformation
ECONOMICCORRIDOR
NATIONAL CONNECTIVITY
NationalHumanResources
CapabilityandScience
Technology
NationalTransportSystem
(SISTRANAS)
NationalLogistic System
(SISLOGNAS)
NATIONAL PORTMASTER
PLAN
OtherNationalMaster
Plan/BluePrints
IndividualPortMaster
Plan
Figure 15.3
MP3EI and National Port Master Plan (NPMP)
60|P a g e
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
61|P a g e
Source: IndII - Academic Paper to Support NPMP Decree, GP recompiled
Figure 15.4
Corridor 1: Sumatra and Port Highlights
62|P a g e
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.
63|P a g e
Figure 15.5
Corridor 2: Java and Port Highlights
64|P a g e
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.
65|P a g e
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.
Figure 15.6
Corridor 3: Kalimantan and Port Highlights
66|P a g e
Figure 15.7
Corridor 4: Sulawesi and Port Highlights
67|P a g e
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.
68|P a g e
Figure 15.8
Corridor 5: Bali and Nusa Tenggara with Port Highlights
69|P a g e
Figure 15.9
Corridor 6: Papua and Maluku with Port Highlights
70|P a g e
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, Indonesias 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=Extremelyunderdeveloped;7=efficientbyinternationalstandards)
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
AirTransport
6.9
5.9
5.9
4.4
4.6
4.6
3.6
6.7
5.7
5.7
5.3
3.6
3.1
3.4
6.6
5.5
4.9
4.1
3.7
3.6
3.2
Electricity
1
Score(outof7)
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)
(ii)
(iii)
(iv)
the level of funding required should exceed that available in the domestic
market, whether equity or as debt,
revenues in the port sector are generally in US dollars
large domestic banks have a US dollar lending ceiling, and
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
71|P a g e
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 Indonesias 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 Indonesias
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.
72|P a g e
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.
73|P a g e
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.
74|P a g e
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 Indonesias

Potential.
World Bank (2011). Assessment of the Road Construction Industry in

Indonesia Study, carried out by URS Scott Wilson.
75|P a g e
Appendix 1
1st Seminar Agenda
nd
22 May 2012
The Mercantile Athletic Club,
World Trade Centre Building, 18th floor
Jalan Jend. Sudirman, Kav 29 31 Jakarta 12920
SeminarAgenda:
No
Time
Schedule
1.
08.1509.00
Registration
2.
09.0009.20
OpeningSeminar/Workshop
Speaker: Mr. Jakob Fris Sorensen, Chairman Eurocham and President
Director,MaerskIndonesia.
9.2010.00
EUActiveProjectInterimreportonfirststage
Dr.ScottYounger&HartonoSuwandi,GlendalePartners
4.
10.0010.50
KalibaruexpansionplansforcontainerportactivitiesatTj.Priok
Speaker:DavidWignall,ManagingDirector,DavidWignallAssociates
5.
10.5011.20
ShippingprioritiesinIndonesianportdevelopment.
Speaker:MichaelT.Stott,CommercialDirector,Samudrashipping
6.
11.2012.10
Keyissuesforfinancingofportinfrastructure
Speaker:OliverGeutz,RothschildSingapore
7.
12.1013.15
LunchBreak
8.
13.1514.00
The future of terminals for bulk commodities and tank farms Speaker :
DavidWignallandDr.ScottYounger
9.
14.0014.15
Closingspeakers
Closingremarks
Speaker:Dr.ScottYounger
76|P a g e
Appendix 2
2nd Seminar Agenda
th
25 September 2012
The Mercantile Athletic Club,
World Trade Centre Building, 18th floor
Jalan Jend. Sudirman, Kav 29 31 Jakarta 12920
SeminarAgenda:
No
Time
Schedule
1.
08.3009.00
REGISTRATION
2.
09.0009.15
3.
9.159.20
Opening Remarks by Dr Scott Younger, PT Nusantara Infrastructure,

GlendalePartners&HeadofBritChamandEuroChamWorkingGroups
9.209.45
TheKalibaruandotherdevelopmentsintheIndonesianPortSector,David
Wignall,DavidWignall&Associates
5.
09.5010.30
Status of Road and Rail Infrastructure, Dr. Scott Younger, PT Nusantara

Infrastructure
6.
10.3010.45
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
ConstructionInfrastructureCommittee
7.
10.4511.00
8.
11.0011.30
Logistic Issues in the transport sector, Mr. Hendry Sandee, Head of

LogisticSection,WorldBank,Jakarta
9.
11.3012.00
Thepotentialofthe domestic containermarket,MrJakob Sorensonand

Mr.RahmanKurniawan,PTMaerskLineIndonesia
10.
12.0012.20
Findings from EU Active Ports Study, Dr Scott Younger & Hartono

Suwandi,GlendalePartners
11
12.2012.30
Q & A
12
12.3013.15
SummaryandClosingRemarks
13
13.0014.30
LUNCH
WelcomingRemarksfromBritishChamberBoard
COFFEEBREAK
77|P a g e
Appendix 3
List of Identified Non- Administered Public Ports
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
Island(Area)
SUMATERA
JAVA
No
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
1
2
3
4
5
6
7
8
9
Port
Calang
Susoh
TapakTuan
Sinabang
Singkil
TanjungTiram
PelabuhanTanjungPura
PelabuhanPantaiCermin
TanjungBeringin
PangkalanDodek
Leidong
SeiBerombang
Panipahan
Sikarakara
Lahewa
Tello
AirBangis
MuaraSikabaluan
MuaraSiberut
TuaPejat
Sikakap
Bake
Siuban
SungaiGuntung
TanjungBatuKundur
Moro
DaboSingkep
KualaMendahara
Bintuhan
MelakoniEnggano
SungaiLumpur
Toboali
Sadai
Manggar
Mesuji
TelukBetung
KotaAgung
Labuhan
Bojonegoro
Karangatu
Indramayu
Bondet
Astanajayapura
Gebang
BrondongIndramayu
Pangandaran
78|P a g e
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
KALIMANTAN
SULAWESI
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
1
2
3
4
5
6
7
8
Brebes
Tegal
Pekalongan
Batang
Jepara
Juwana
Rembang
Brondong
Pasuruan
Lekok
Kalibuntu
Besuki
PasirPutih
Panarukan
Kalbut
Mimbo
Wilayahkerja.Pelabuhansepuluh
TelagaBiru
Wilayahkerjasampang
Branta
Pasean
Bawean
Masalembo
Sapudi
Kangean
Sepekan
Pengerungan
MerbauPaloh
TelokAir
TelokMelano
Kedawangan
PengatanMendawai
BatuLicin
GunungBatuBesar
TanahGrogot
KualaSamboja
TanjungSantan
Sangkulirang
TanjungRedep
TanjungSelor
Bunyu
SungaiNyamuk
Lirung
Tahuna
UluSiau
PelabuhanLikupang
LabuanUki
Kwandang
Lokodidi
Leok
79|P a g e
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
BALI&NUSATENGGARA
MALUKUARCHIPELAGO
ANDPAPUA
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
1
2
3
4
5
6
7
8
Moutong
Wani
Parigi
Poso
Kolonodale
Ampana
Bunta
Banggai
BelangBelang
Mamuju
Majene
Polewali
Awerange
Janeponto
Selayar(Benteng)
Sinjai
Siwa
Palopo
Kolaka
Langgara
Raha
BauBau
Buleleng
Sanur
Kusamba
Lembongan
NusaPenida
Pemenang/Tanjung
Carik
labuhanlombok
LabuhanHaji
Tanjungluar
Benete
Calabai
Sape
Waikelo
LabuanBajo
Reo
Larantuka
Baranusa/Kalabahi
BaaRote
Atapupu
Berebere
Daruba
Tobelo
Soasio
Gita/Payahe
Maffa
Wil.KerjaPel.Saketa
labuha
80|P a g e
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
Gebe
Sanana
Namilea(Namlea)
Tulehu
Waisarisa
Amahai
Wahai
Saumlaki
Tual
Dobo
Arandai
Bintuni
Babo
Oransbari
Kaimana
Nabire
Serui
Amamapare
Teba
Sarmi
81|P a g e
Appendix 4
List of Identified Special Ports/Harbours
No.
1
2
3
4
5
6
7
8
Island(Area)
SUMATERA
No.
1
2
3
4
5
6
7
8
9
10
11
9
10
11
12
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
1
2
3
4
5
6
7
8
9
10
11
12
13
1
2
3
4
1
2
3
4
5
35
36
37
38
39
JAVA
KALIMANTAN
SULAWESI
MALUKUARCHIPELAGO
ANDPAPUA
1
2
3
4
5
Port
PERTAMINASABANG
PenyeberanganBalohan
PT.TAMBANGBATUBARA
TELUKBAYUR(DermagaTelukBayur}
PT.BHUMIREKSANUSASEJATI
PT.PULAUSAMBUGUNTUNG2
PT.TAMBANGTIMAHKUNDUR
PERTAMINASAMBU/PSB
Nongsa
PT.BATUBARAKERTAPATI(Dermaga
Kertapati)
PT.TIMAHBANGKA
PT.SAWINDOKENCANA
PT.TAMBANGBATUBARATARAHAN
(PelabuhanTarahan)
PT.GT.PETROCHEMINDUSTRITbkDIVISI
KIMIA
PulauPabelokan
WiduriTerminal
CONOCO114Terminal
PelabuhanPerikananNizamzachman
ArjunaTerminal
PERTAMINABALONGAN
PT.SEMENGRESIKTUBAN
PT.PACIFICPETROCHEMICALINDOTAMA
PERTAMINAJOBPETROCHINA
PerikananNusantaraBorondong
PLTUPT.PaitonEnergy
PT.GaramKalianget
RambangPalangkaraya
PT.PUPUKKALTIMBONTANG
PertaminaLNGBadak
SuaranJetty
SEMENTONASA
PT.UNGGULWIDYATEHNOLOGILESTARI
TanjungBakau
Paleleh
PT.ANTAMUBPNOperasiPomala
Waisarissa
PT.ANTAMUBPNGEE&Buli
PT.ANTAMUBPNOperasiGebe
PenyeberanganTual
Amamapare(PT.FreeportIndonesia)
82|P a g e

SpecialHarbours
No.
Island(Area)
No
Port
DERMAGADISTRIKNAVIGASISABANG
PT.PERIKANANSAMUDRABESARSABANG
TNIAL.SABANG
PT.TJIPTARIMBADJAYA
PerikananSibolga
PERTAMINASIBOLGA
PERTAMINAGUNUNGSITOLI
PT.ANTAMTbkBAUKSITKIJANG
PTPASMARITIM(PT.ExspanMarine
Terminal)
10
11
PT.BAYERURETHANGSIND
PT.INDONESIAPOWERINDONESIA(PLTU
SEKTORSURALAYA)
12
PT.BUANABINTANGSAMUDRA
13
PT.EKAGLOBALBUANA
14
PulauMatahari
15
PelabuhanPulauBira
16
PulauKotokTimur
17
PulauPantara
18
DermagaPulauSepa
19
10
PulauBidadari
20
11
PT.KAYULAPISINDONESIA
21
12
PT.ANTAMTbkUPPASIRBASICILACAP
22
13
PT.SRIBOGARATURAYA
23
14
PT.DWIMATAMAMULTIKARSA
24
15
PERTAMINAupmsIV(TanjungEmas)
25
16
PT.PUPUKSRIWIJAYA
PT.ARUTMININDONESIA
DUKSPERIKANANNUSANTARATUAL
26
27
SUMATERA
JAVA
KALIMANTAN
MALUKUARCHIPELAGOAND
PAPUA
OtherPorts
No.
Island(Area)
1
2
3
4
5
6
JAVA
Sulawesi
BALI&NUSATENGGARA
MALUKUARCHIPELAGOAND
PAPUA
No
Port
DadapJuntiyuatIndramayus
PTPetrokimiaGresik
Paotere
Tawun
Kempo
PTThengshing(TingSheen)BandaSejahtera
83|P a g e
Appendix 5
Numbers of Fisheries Ports by Province
No
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
Province
Jambi
Bengkulu
KalimantanBarat
KalimantanTimur
KepulauanBangkaBelitung
Lampung
NanggroeAcehDarussalam
Riau
KalimantanTengah
DKIJakarta
SumateraBarat
SumateraSelatan
SumateraUtara
Banten
Yogyakarta
JawaBarat
JawaTengah
KalimantanSelatan
KepulauanRiau
Bali
NusaTenggaraBarat
NusaTenggaraTimur
SulawesiBarat
SulawesiSelatan
SulawesiTengah
SulawesiTenggara
SulawesiUtara
Gorontalo
MalukuUtara
Maluku
JawaTimur
Papua
PapuaBarat
Total
PPS
PPN
PPP
0
0
0
0
0
0
0
0
0
1
1
0
1
0
0
0
1
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
6
0
0
1
0
2
0
0
0
0
0
0
0
1
1
0
2
1
0
0
1
0
0
0
0
0
0
0
0
1
2
2
0
0
14
0
0
1
1
0
4
1
0
1
0
1
0
1
1
1
6
9
1
1
0
1
1
0
0
0
0
2
1
1
0
7
0
1
43
PP
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
PPI
3
17
89
19
14
18
81
11
7
4
29
7
32
37
21
85
104
8
10
15
28
18
6
39
17
26
10
8
12
20
87
19
18
919
Total
3
17
91
20
16
22
83
11
8
5
31
7
35
39
22
93
115
9
13
16
29
19
6
39
17
27
13
9
14
22
96
19
19
985
84|P a g e
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
85|P a g e

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EUACTIVEPROJECT

THE EU ACTIVE PROJECT PORTS AND SHIPPING

OBJECTIVES AND SCOPE OF THE STUDY

POLITICAL AND ECONOMIC OVERVIEW

THE STRUCTURE OF THE PORTS AND SHIPPING INDUSTRY

Port Master Plan

Port Hierarchy and Profile

Non-administered Public Ports

Special Purpose Ports

Secondary and Rural Fishing Harbours

CHANGES IN REGULATIONS FOR THE PORT SECTOR

GENERAL, DRY AND LIQUID BULK CARGOES

COLD STORAGE FACILITIES

LOGISTICS & CONNECTING INFRASTRUCTURE ROAD AND RAIL

THE 6 CORRIDOR ECONOMIC DEVELOPMENT PLAN MP3EI

INTRODUCTION AND OBJECTIVES

THE MAIN ECONOMIC ACTIVITIES: PORTS HIGHLIGHT S

SUMMARY, CONCLUDING REMARKS & OPPORTUNITIES

1st Seminar Agenda

2nd Seminar Agenda

List of Identified Non-Administered Public Ports

List of Identified Special Ports/Harbours

Numbers of Fisheries Ports by Province

Contact details for Ministry and Pelindo Offices

Indonesian Key Natural Resources

Jurisdictional Area of Each of the Pelindos

Six Non-Administered Public Ports

Special Purposes Ports

Coal Anchorages in Indonesia

Coal Production, Exports and Domestic Sales in Indonesia

Indonesian Fisheries Ports

Changes in Regulations for the Port Sector

Jurisdictional Area of Pelindo 1

Belawan Port Profile

Jurisdictional Area of Pelindo II

Tanjung Priok Port (Main Port of Pelindo II) - Profile

New Priok (Kalibaru) Port Master Plan

Transhipment Hub at Batam

Sorong Port Container Terminal

FIGURE 9.10 Jurisdictional area of Pelindo III

FIGURE 9.11 Pelindo III Ports

FIGURE 9.13 Jurisdictional Area of Pelindo IV

FIGURE 9.14 Pelindo IV Ports

FIGURE 9.15 Makassar Port (Main Port of Pelindo IV) Profile

FIGURE 10.1 Port Ranking in the World Container Shipping Lanes

FIGURE 10.2 Indonesian Container Traffic Projections from 2010 to 2030

FIGURE 10.3 2009 Domestic Container Trade Flows in Indonesia

FIGURE 10.4 2009 International Container Trade Flows in Indonesia

FIGURE 10.5 Growth of Container Flows within Indonesian Ports

FIGURE 11.1 Forecast of Total Indonesian Cargo Handled under Alternative

FIGURE 11.2 2009 Domestic General Cargo Trade Flows in Indonesia

FIGURE 11.3 2009 Domestic Dry Bulk Trade Flows in Indonesia

FIGURE 11.4 2009 Domestic Liquid Bulk Trade Flows in Indonesia

FIGURE 11.5 2009 International General Cargo Trade Flows in Indonesia

FIGURE 11.6 2009 International Dry Bulk Trade Flows in Indonesia

FIGURE 11.7 2009 International Liquid Bulk Trade Flows in Indonesia

FIGURE 12.1 Commercial Ferry Passengers (2006-2010)

FIGURE 12.2 Ferry Transport Vessels in Service (2006-2010)

FIGURE 13.1 Cold Storage Opportunities

FIGURE 14.1 Low Network Density

FIGURE 14.2 Nature of Road Network

FIGURE 14.3 Java Toll Roads Network

FIGURE 14.4 Jabodetabek Toll Roads Network