201205101631500.academic Paper To Support NPMP Decree PDF

ACADEMIC PAPER TO SUPPORT
NATIONAL PORT MASTER PLAN DECREE

Creating an Efficient, Competitive and Responsive Port
System for Indonesia
ACADEMIC PAPER TO
SUPPORT NATIONAL PORT
MASTER PLAN DECREE
Creating an Efficient, Competitive and Responsive Port
System for Indonesia
TECHNICAL REPORT
March 2012
INDONESIA INFRASTRUCTURE INITIATIVE
This document has been published by the Indonesia Infrastructure Initiative (IndII), an
Australian Government funded project designed to promote economic growth in
Indonesia by enhancing the relevance, quality and quantum of infrastructure
investment.
The views expressed in this report do not necessarily reflect the views of the Australia
Indonesia Partnership or the Australian Government. Please direct any comments or
questions to the IndII Director, tel. +62 (21) 7278-0538, fax +62 (21) 7278-0539.
Website: www.indii.co.id.
ACKNOWLEDGEMENTS
This report has been prepared by Nathan Associates Inc. (Dr. Paul Kent, Mr. Richard
Blankfeld) assisted by national consultants (Prof. Sudjanadi, Hidayat Mao, SH, DR. Russ
Bona Frazila, and Ir. Budiyono Doel Rachman MSc.) and with invaluable support from
the IndII office manager (Desi Rahmawati, SE), who was engaged under the Indonesia
Infrastructure Initiative (IndII), funded by AusAID, as part of the Activity #244.
We would like to extend gratitude to Coordinating Ministry of Economic Affairs,
Bappenas, Ministry of Transport, Ministry of Finance, Ministry of State Own Enterprise,
Pelindo 1-4, Tanjung Priok and Tanjung Perak Port Authorities, INSA, KPPU and NPMP
Counterpart Team for their highly support and valuable informations.
Thanks should also go to David Ray (IndII Facility Director), David Shelley (IndII
Technical Director Transport) for their support and valuable inputs.
The support provided by Efi Novara Nefiadi, IndII Sr. Transport Program Officer, is
gratefully acknowledged. Any errors of fact or interpretation are solely those of the
author.
Paul E. Kent, Ph.D.
Senior Vice President
Nathan Associates Inc.
Jakarta, March 2012
IndII 2012
All original intellectual property contained within this document is the property of the Indonesia
Infrastructure Initiative (IndII). It can be used freely without attribution by consultants and IndII partners in
preparing IndII documents, reports designs and plans; it can also be used freely by other agencies or
organisations, provided attribution is given.
Every attempt has been made to ensure that referenced documents within this publication have been
correctly attributed. However, IndII would value being advised of any corrections required, or advice
concerning source documents and/ or updated data.
PERKERETAAPIAN
INDONESIA KE
DEPAN
NASKAH ANTARA
MENUJU NASKAH
AKHIR RENCANA
INDUK
PERKERETAAPIAN
NASIONAL
TABLE OF CONTENTS
ACRONYMS ......................................................................................................... VIII
CHAPTER 1: INTRODUCTION.....................................................................................1
CHAPTER 2: NATIONAL PORT POLICY ........................................................................4
2.1 I NTRODUCTION ............................................................................... 4
2.2 BACKGROUND................................................................................. 5
2.3 I NDONESIA S NEED FOR I NTEGRATED PORT POLICY .................................. 7
2.4 LEGAL CONTEXT .............................................................................. 8
2.5 PORT SECTOR VISION AND GOALS........................................................ 9
2.6 PORT POLICY FORMULATION, IMPLEMENTATION AND REVIEW .................. 11
2.6.1 Critical Issues........................................................................ 11
2.6.2 Policy .................................................................................... 12
2.7 I NTEGRATED PLANNING, FACILITATION AND PERFORMANCE M ONITORING .. 12
2.7.1 Critical Issues........................................................................ 12
2.7.2 Policy .................................................................................... 14
2.8 TARIFF REGULATION ....................................................................... 15
2.8.1 Critical Issues........................................................................ 15
2.8.2 Tariffs ................................................................................... 16
2.8.3 Service Agreements ............................................................. 17
2.8.4 Rights of Explanation and Objection.................................... 17
2.8.5 Policy .................................................................................... 19
2.9 PROMOTING PORT SECTOR COMPETITION ........................................... 19
2.9.1 Critical Issues........................................................................ 19
2.9.2 Complaints Procedure.......................................................... 20
2.9.3 Policy .................................................................................... 21
2.10 ENHANCE LABOR COMPETITIVENESS ................................................... 22
2.10.1 Critical Issues........................................................................ 22
2.10.2 Policy .................................................................................... 22
2.11 SUPPORTING EFFECTIVE PORT SAFETY REGULATION ............................... 23
2.11.1 Critical Issues........................................................................ 23
2.11.2 Policy .................................................................................... 23
2.12 SUPPORTING EFFECTIVE ENVIRONMENTAL REGULATION .......................... 24
2.12.1 Critical Issues........................................................................ 24
2.12.2 Policy .................................................................................... 24
CHAPTER 3: ANALYSIS OF PORT TRAFFIC AND CURRENT PERFORMANCE ................. 26
3.1 APPROACH AND DATA SOURCES ........................................................ 26
3.1.1 DGST Shipping Data Sets ...................................................... 26
3.1.2 Pelindo Port Data ................................................................. 28
3.1.3 Data from Other Recent Studies of Indonesian Ports.......... 28
i
3.2 I NDONESIAN PORT TRAFFIC 1999-2009 ............................................. 28
3.2.1 Indonesian Port Traffic in 2009 ............................................ 31
CHAPTER 4: FORECAST OF INDONESIAN PORT TRAFFIC ........................................... 44
4.1 APPROACH ................................................................................... 44
4.2 CONTAINERS................................................................................. 44
4.2.1 Forecast of International Container Flows .......................... 45
4.2.2 Forecast of Domestic Container Flows ................................ 47
4.3 OTHER CARGO TYPES AND COMMODITY GROUPS .................................. 51
4.3.1 General Cargo ...................................................................... 52
4.3.2 Dry Bulk ................................................................................ 52
4.3.3 Liquid Bulk ............................................................................ 57
4.4 ALTERNATIVE TRAFFIC SCENARIOS ..................................................... 60
4.5 I MPLICATIONS OF I NDONESIAN PORT TRAFFIC FORECAST FOR 2009-2030 .. 64
CHAPTER 5: PORT LOCATION AND DEVELOPMENT PLAN ......................................... 66
5.1 APPROACH AND M ETHODOLOGY ....................................................... 66
5.2 PORT FACILITIES AND CAPACITY ASSESSMENT ....................................... 66
5.2.1 Container and General Cargo Port Facilities ........................ 67
5.3 STRATEGIC PORT DEVELOPMENT PLAN I DENTIFIED BY GOVERNMENT AND
PELINDOS .................................................................................... 80
5.4 NATIONAL PORT DEVELOPMENT PLAN ................................................ 87
5.4.1 Unit Investment Costs .......................................................... 87
5.4.2 Investment Requirements ................................................... 89
5.5 PORT SECTOR FINANCING ................................................................ 90
5.5.1 Conditions for Attracting Private Sector Investment in Ports
............................................................................................. 93
5.5.2 Indonesias Legal Framework for Private Sector Investment
in Ports ................................................................................. 95
5.5.3 Framework of Government Support and Guarantee .......... 98
5.5.4 Possible Sources of Funding for Public Sector Investment 101
CHAPTER 6: LEGAL, REGULATORY AND ADMINISTRATIVE ACTIONS NEEDED .......... 103
6.1 SUBSIDIARY REGULATIONS UNDER THE LAW ON SHIPPING ..................... 103
6.2 SUBSIDIARY REGULATIONS REQUIRED UNDER GOVERNMENT REGULATION ON
PORT AFFAIRS............................................................................. 103
6.3 POLICY ACTIONS .......................................................................... 103
6.4 SHORT-TERM I NITIATIVES FOR FACILITATING POLICY I MPLEMENTATION .... 107
APPENDIX A. PORT HIERARCHY ............................................................................ 110
APPENDIX B: STRATEGIC PORTS BY ECONOMIC CORRIDOR.................................... 179
APPENDIX C: PORT DEVELOPMENT PLAN ............................................................. 182
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LIST OF TABLES
Table 3-1 Indonesian Port Traffic by Trade Flow and Cargo Type, 1999 and 2009 (000s
tons) .............................................................................................................. 29
Table 3-2 Indonesian Port Traffic by Trade Flow and Cargo Type and Principal
Commodity, 2009 (000s tons) ..................................................................... 32
Table 3-3 Indonesian Top 50 Ports for Container Traffic by Trade Flow, 2009 (000s TEU)
...................................................................................................................... 36
Table 3-4 Indonesian Main Ports for Containers, Selected Years, 1990-2009 (TEU) ...... 38
Table 4-1 Regression Equation and Statistics for Forecast of Indonesian International
Container Traffic ........................................................................................... 45
Table 4-2 Projected GDP Growth for Selected Regions and Countries, 2011-2030 ....... 46
Table 4-3 Base Case Forecast of International Container Traffic at Indonesian Ports,
2009-2030 (TEU) ........................................................................................... 47
Table 4-4 Characteristics of Container Traffic at JICT, 2000-2009 .................................. 47
Table 4-5 Regression Equation and Statistics for Forecast of Indonesian Domestic
Container Traffic ........................................................................................... 48
Table 4-6 Base Case Forecast of Domestic Container Traffic at Indonesian Ports, 2009-
2030 (TEU) .................................................................................................... 49
Table 4-7 Characteristics of Container Traffic at Pelindo II Ports excluding JICT, 2000-
2009 .............................................................................................................. 50
Table 4-8 Base Case Forecast of Total Cargo Handled at Indonesian Ports, 2009-2030
(000s tons) ................................................................................................... 53
Table 4-9 Indonesian Fertilizer Plants and Annual Capacity (000s ton)......................... 56
Table 4-10 GDP Growth Assumptions for Alternative Traffic Scenarios, 2010-2030 (%) 60
Table 4-11 Indonesian Container Traffic under Alternative Growth Scenario, 2009-2030
(000s TEU) .................................................................................................... 61
Table 4-12 High Growth Scenario Forecast of Total Cargo Handled at Indonesian Ports,
2009-2030 (000s tons) ................................................................................. 63
Table 4-13 Low Growth Scenario Forecast of Total Cargo Handled at Indonesian Ports,
2009-2030 (000s tons) ................................................................................. 64
Table 5-1 Container and General Cargo Berth Facilities at Selected Indonesian Ports,
2011 (meters) ............................................................................................... 68
Table 5-2 General Cargo and Container Traffic Forecast at Main Indonesian Container
Ports, 2009-2030 (Base Scenario)................................................................. 69
Table 5-3 Container Terminal Berth Capacity Indicators, 2009-2025 ............................. 72
Table 5-4 Assumed Indonesian Port Productivity Factors by Type of Facility, 2009-2030
...................................................................................................................... 73
Table 5-5 Capacity Analysis for Main Indonesian Container Ports, 2009 ....................... 75
Table 5-9 Range of Unit Cost Estimates for Container Terminal Development and
Construction (US$ of 2010) .......................................................................... 88
Table 5-10 Unit Investment Cost for Indonesian Container Terminal Development (US$
000 of 2010).................................................................................................. 89
iii
Table 5-11 Port Sector Investment by Economic Corridor and Port Facility 2011-2030
and Total 2011-2030 (US$ million, 2011) ..................................................... 91
Table 5-12 Indicative Funding Requirements by Private and Public Sector for
Development of Port Facilities, 2011-2030 .................................................. 93
Table 5-13 Legal Basis for Private Sector Investment ..................................................... 99
Table 6-1 Regulatory Mandates for the Ministry in Shipping Law No. 17 of 2008 ....... 104
Table 6-2 Scope of Government Regulation No. 61 of 2009 ........................................ 105
Table 6-3 Actions for Policy Implementation................................................................ 106
Table 6-4 Near-term Initiatives for Facilitating Policy Implementation ....................... 108
iv
LIST OF FIGURES
Figure 1-1 NPMP within MP3EI Framework...................................................................... 2
Figure 1-2 NPMP Frameworks .......................................................................................... 3
Figure 2-1 Guidelines for Anti-Competitive Pricing Behavior ......................................... 18
Figure 2-2 Criteria for Assessing Anti-Competitive Behavior .......................................... 20
Figure 3-1 Indonesian Port Traffic by Trade Flow and Cargo Type, 1999 and 2009 (000s
tons) ............................................................................................................... 30
Figure 3-2 Indonesian Port Traffic by Trade Flow and Cargo Type, 2009 (000s tons) ... 31
Figure 3-3 Indonesian Top 50 Ports for Total Traffic by Trade Flow, 2009 (000s tons) . 34
Figure 3-4 Indonesian Top 50 Ports for Total Traffic by Cargo Type, 2009 (000s tons). 35
Figure 3-5 Indonesian Main Ports for Containers, Selected Years, 1990-2009 (TEU)..... 39
Figure 3-6 Major International Trade Flows for Indonesia Container Traffic 2009 ........ 40
Figure 3-7 Major Domestic Trade Flows for Indonesia Container Traffic 2009 .............. 40
Figure 3-8 Major International Trade Flows for Indonesia General Cargo Traffic, 2009 41
Figure 3-9 Major Domestic Trade Flows for Indonesia Container Cargo Traffic, 2009... 41
Figure 3-10 Major International Trade Flows for Indonesia Dry Bulk Cargo 2009 ......... 42
Figure 3-11 Major Domestic Trade Flows for Indonesia Dry Bulk Cargo 2009 ............... 42
Figure 3-12 Major International Trade Flows for Indonesia Liquid Bulk Cargo 2009 .... 43
Figure 3-13 Domestic Trade Flows for Indonesia Liquid Bulk Cargo 2009 ...................... 43
Figure 4-1 General Approach for Traffic Forecast........................................................... 44
Figure 4-2 Indonesian Base Case Container Forecast for Domestic and International
Trade, 2009-2030 (000s TEU) ....................................................................... 50
Figure 4-3 Indonesian Coal Production, Exports and Domestic Consumption, 1996-2010
(million tons).................................................................................................. 54
Figure 4-4 Indonesian Urea Plants and Annual Capacity, 2010 (000s tons) .................. 56
Figure 4-5 Indonesian Crude Oil Production and Consumption, 1999-2009 .................. 58
Figure 4-6 Forecast of Indonesian Total Container Traffic under Alternative Growth
Scenarios, 2015-2030 (000s TEU) ................................................................. 62
Figure 4-7 Forecast of Total Indonesian Port Traffic by Cargo Type Under Alternative
Growth Scenarios, 2015-2030 (000s tons) ................................................... 62
Figure 5-1 Investment Requirement Methodology ........................................................ 67
Figure 5-2 Location and Forecasted Container Traffic at Main Indonesian Container
Ports, 2009-2030 (TEU).................................................................................. 70
Figure 5-3 Sumatra Economic Development Corridor: Port Planning Parameters and
Strategies through 2030 ................................................................................ 81
Figure 5-4 Java Economic Development Corridor: Port Planning Parameters and
Figure 5-5 Kalimantan Economic Development Corridor: Port Planning Parameters and
Figure 5-6 Bali and Nusa Tenggaraa Economic Development Corridor: Port Planning
Parameters and Strategies through 2030...................................................... 84
Figure 5-7 Sulawesi Economic Development Corridor: Port Planning Parameters and
Figure 5-8 Papua Kepulauan Maluku Economic Development Corridor: Port Planning
Parameters and Strategies through 2030...................................................... 86
v
Figure 5-9 Port Sector Investment by Economic Corridor and Period (US$ million) ...... 92
Figure 5-10 Port Sector Investment by Economic Corridor and Type of Port Facility
2011-2030 (US$ million) ................................................................................ 92
vi
LIST OF APPENDICES
Appendix A-1 Port Hierarchy ........................................................................................ 110
Appendix B-1 Strategic Ports within Sumatra Economic Corridor ................................ 179
Appendix B-2 Strategic Ports within Java Economic Corridor....................................... 179
Appendix B-3 Strategic Ports within Kalimantan Economic Corridor .......................... 180
Appendix B-4 Strategic Ports within Sulawesi Economic Corridor ............................... 180
Appendix B-5 Strategic Ports within Bali Nusa Tenggara Economic Corridor ............ 181
Appendix B-6 Strategic Ports within Papua Kepulauan Maluku Economic Corridor . 181
Appendix C-1 Port Physical Development Plan by Economic Corridor and Type of Port
Facilities, 2011-2030 ............................................................................... 183
Appendix C-2 Port Sector Investment by Economic Corridor and Type of Facility, 2011-
2030 (US$ millions)................................................................................. 191
vii
ACRONYMS
ADB Asian Development Bank

APPI Asosiasi Produsen Pupuk Indonesia (Indonesian Fertilizer Association)
BPS Badan Pusat Statistic ( Statistic Indonesia)
COMTRADE Commodity Trade Statistic Database
CPO crude palm oil
CY container yard
DGST Directorate General of Sea Transportation
DWA David Wignall Associates
DWT dead weight tonnage
EIA Energy International Statistic
FFB fresh fruit bunches
GDP gross domestic product
GoI Government of Indonesia
GR 16 Government Regulation No. 61 of 2009
HP horsepower
ICT Information and Communication Technology
IEDC Indonesia Economic Development Corridor
IFC International Finance Corporation
IMF International Monetary Fund
ISPS International Ship and Port Security Code
JICA Japan International Cooperation Agency
JICT Jakarta International Container Terminal
KPPU Commission for the Supervision of Business Competition
Law Law on Shipping No. 17 of 2008
MENPAN Ministry os State Administrative Reform
MoT Ministry of Transportation
MP3EI Masterplan Percepatan dan Perluasan Pembangunan Indonesia (The
Masterplan for Acceleration and Expansion of Indonesia Economic
Development)
NPK nitrogen phosphorous and potassium
NPMP National Port Master Plan
OPEC Organization of Petroleum Exporting Countries
PA(s) Port Authority(ies)
PBEs Port Business Entities
PELINDO Pelabuhan Indonesia (Port Management State Owned Enterprise)
PERUMPEL Perusahaan Umum Pelabuhan
viii
PMU(s) Port Management Unit(s)
PR 67 Presidential Regulation No 67 of 2005
PT IIF PT Indonesia Infrastructure Finance
PT SMI PT Sarana Multi Infrastruktur
RTG Rubber Tired Gantry Crane
SEZ Special Economic Zone
SISTRANAS Sistem Transportasi Nasional (National Transport System)
TEU twenty foot equivalent units
TR Technical Report on Development of National Port Master Plan
ix
CHAPTER 1: INTRODUCTION
As a nation whose economic growth is heavily dependent on ports, the efficient
functioning of Indonesias ports is a top priority. Shipping Law No. 17 of 2008 helps
advance that priority by addressing critical issues of port efficiency, safety, security,
and sustainability. The Law calls for port sector institutional reform, the advancement
of competition, the development of a rationalized port development plan, the use of
public-private partnerships for financing of port projects, the participation of local,
regional, and national authorities in the port planning process, and preparation of a
workforce to serve public and private sector needs. The multidimensional approach
the Law addresses will help Indonesian exporters and importers do what they must to
succeed while providing the necessary connectivity -- economic and transport to
enable prosperity to reach all Indonesian citizens. Indonesias port sector vision
reflects the multidimensional role for the countrys ports:
An efficient, competitive, and responsive port system that fully supports

international domestic trade and promotes economic growth and regional
development.
Shipping Law No. 17 of 2008 mandates the development of a National Port Master Plan
(NPMP). The Plan establishes the policy framework to facilitate achievement of the
vision. It also sets forth the requirements for a rationalized approach to port
development. The Plan, encompassed in this document, presents cargo forecasts, port
development requirements in the coming years, investment costs, and financing
constraints and strategies, with the final chapter laying out the actions needed to
facilitate port modernization and its integration in both economic development and
transport system frameworks.
The underlying theme of the NPMP is integration on several levels across transport
corridors, between investment and policy and public and private sectors, among levels
of government, and in collaboration with economic development initiatives. They will
provide a coherent foundation for long-term planning and prudent investment among
the partners involved. While this obviously will include public and private investment
in new and expanded infrastructure where the need is demonstrated, it will also be
essential to achieve maximum efficiency and capacity out of existing footprints. That
will require integrated measures addressing issues of policy and administration, and
governance and operations, in addition to building infrastructure.

1
Figure 1-1 NPMP within MP3EI Framework

2 NATIONAL PORT MASTER PLAN DECREE
Figure 1-2 NPMP Frameworks

3
CHAPTER 2: NATIONAL PORT POLICY
2.1 INTRODUCTION
In very recent years Indonesia has made some very important decisions relating to the
reform of its port sector. The country passed a new law, Shipping Law 17 of 2008, that
calls for the transformation of its port system from one operated by state-owned
monopoly corporations to a port authority system more characteristic of the landlord
model with the inducement of competition for providing the range of services offered
to port users. Port authorities are being established and future concession programs
are intended to secure needed investment while expanding the number of rivals
seeking to provide port services.
This transformation underscores the importance of the Ministry of Transport and DGST
in developing a policy framework designed to facilitate the Shipping Laws underlying
objective for the development of a competitive and efficient port system.
This chapter sets forth the policies which the government will adopt in order to achieve
the Shipping Laws objectives. This follows the preparation of the Scoping Study
Policies and Procedures Report, which identified some of the policy themes open to
the government to implement. The process of developing policies involved
consultations with government officials and other stakeholders, site visits, and a review
of the Shipping Law and complementary regulations. The process also considered
other economic development initiatives the government is implementing that may be
facilitated in part by the existence of an efficient port system.
The development of a Port Policy for Indonesia was thus conducted in three stages:
diagnostic, consultative, and policy formulation. The diagnostic stage consisted of a
review of existing reports and data, technical site visits to pertinent maritime
infrastructure, and extensive interviews with both government and private sector
stakeholders. The consultative stage consisted of conducting several meetings and a
workshop with industry stakeholders on the basis of the National Port Master Plan and
the noted Policy and Procedures Report findings. The workshop stimulated discussion
among a range of stakeholder groups and resulted in a number of comments. Having
carefully considered the comments, revisions were made to the Policy and Procedures
Report, which set forth policy implications from the Shipping Law and National Port
Master Plan from which port policy would be formulated.
In the sections that follow, we first present a background to Indonesias port sector
policy environment, including institutional arrangements and challenges, and recent
developments. We then describe the legal context for Indonesian port policy. This is
followed with the presentation of the port sector vision, mission and strategic
objectives and a discussion of the critical issues that influence the development of
policy. The chapter then presents the policies the government will implement.
Initially, four sets of supporting regulations are proposed to be issued to support the
implementation of policy. These relate to: (a) port tariff regulation (b) complaint

procedure and dispute resolution; (c) safe, secure and environmentally-responsible

port operations, and (d) port planning.
2.2 BACKGROUND
As a nation composed of many islands, Indonesia is perhaps the worlds most port-
reliant nation. Historically, the main focus of government has been on the
administration of its port system. In response to governments call for port sector
restructuring, government focus is now extended to the associated institutional,
regulatory and technical issues that need to be addressed in building a modern port
sector.
In 1992, Indonesia had installed a system of state-owned enterprises (Pelindos)

charged with the development, administration, and operation of Indonesias ports. The
institutional reforms introduced by Shipping Law 17 established a system of landlord
port authorities (and related port management units) and also changed the status of
the Pelindos to port operators (port business entities). The port authorities are
charged with the development and regulation of Indonesias ports, but as entities
holding civil service status, do not reflect the wide span of autonomy normally
accorded landlord port authorities. And while the Shipping Law did not create a new
entity overseeing Indonesias port administration, the transformation to the landlord
model also indicates a change in the role of the Ministry of Transport, which is charged
in part with issuing regulations related to the implementation of the Shipping Law.
Indonesias new port institutional framework implies a set of new or revised

responsibilities for port sector governance. There is a need to ensure clarity about
each institutions roles and objectives. They must work together effectively in building
the port sector. As Indonesias port interests are now housed in separate entities, the
Ministry of Transports primary role needs to be clearly defined as including acting as
policymaker for the port sector, monitoring the performance of the port system and its
individual components, and overseeing the governments interests in ports. Shipping
Law 17 and its complementary regulations entrust the Ministry of Transport with
responsibility for:
Planning the development of the countrys commercial and non-commercial
seaports;
Securing and facilitating investment in port development and improvements;
Promulgating regulations and guidelines for port authorities and PMUs designed to
assure effective port sector governance, coordinated and integrated planning, and
efficient operation;
Formulating an education and training model to assure effective performance of
port-related functions and a ready supply of highly capable port sector human
resources;

5
Approving port authority and PMU tariffs and developing port tariff structures for
port business entities;
Issuing permits for port development, construction, operation; and
Approving port authority, PMU, and private sector plans for the development and
upgrading of ports.
And while the Ministry of Transports role can be viewed as one of instituting port
policy and overseeing the port sector, the responsibility for planning and direct
supervision of the port sector is housed within port authorities and port management
units. To this extent, port authorities and PMUs are charged with:
Assuring the smooth flow of goods in ports and establishing standards for
operational performance;
Provide land and water areas for ports;
Contracting port business entities to undertake port business activities;
Prepare tariffs for services rendered by port authorities and PMUs and submit
them for approval by the Ministry of Transport;
Issue regulations governing the use of ports, harbors, and pilotage services;
Prepare local master plans for approval by the Ministry of Transport;
Assure environmental protection in the port areas; and
Facilitate dissemination of port-related information.
In 2009, nearly 1 billion tons of cargo were handled in Indonesias ports, with about
543 million tons (56 percent) and 435 million tons handled in foreign and domestic
volumes, respectively. While cargo volumes are substantial, competitiveness is lower
than expectations. Pelindo subsidiaries arguably compete on the basis of operational
performance, but competition on the basis of pricing is virtually nonexistent given the
majority ownership position of the Pelindos in port business entities. This has been
due largely to barriers to market entry imposed on non-Pelindo affiliated port business
entities and antitrust protections accorded to state-owned enterprises. Re the former,
special terminal operators are highly restricted from engaging in cargo handling
services for third party cargoes and, even if given the required permits to do so,
permits are granted for only five years. Though options for renewal are available, it is
difficult to imagine a situation where an investor can receive financing where there is a
risk of non-renewal and the loans payback period far exceeds the initial permit period.
Re the latter, the KPPU legislation exempts Pelindos, as state-owned enterprises, from
antitrust regulation, hence allowing them to directly engage what would otherwise be
prohibited behavior. Additionally, Indonesia currently requires government entities to
hold 51% equity in joint venture arrangements involving foreign corporations,
discouraging foreign investment in Indonesias port sector. Finally, Pelindos are
accorded land stewardship responsibility and hence control of landside port
development within their territories.

Indonesia can expect continued robust economic growth in the coming years, generally
averaging about 6.4 percent through 2030. This growth places new demands on
operational efficiency and capacity; failing to meet these demands may constrain
expected economic growth. Global shipping patterns are in a state of flux as ship sizes
increase, a risk of container carrier overcapacity emerges, and rate instability ensues;
shipping lines in turn will seek to minimize port calls in an effort to rationalize their
businesses. Efficient modern port facilities capable of handling the latest generation of
container ships and large bulk carriers efficiently are seen as the key to reducing
transport costs and hence attracting overseas investment and diversifying Indonesias
manufacturing and trading base. At the same time, Indonesia needs to replicate global
best practices and develop a port institutional framework that is commercially
efficient. Such a framework includes an element of planning and control to ensure that
development and operations are carried out to the highest international standards and
hence contribute towards, rather than constrain, the achievement of Indonesias goal
of accelerated economic development.
The port reform process is not yet complete. There are gaps and clarifications needed
in the Shipping Law and more legislation and regulations may be needed to assure
effective policy implementation. Additionally, the emergence of a competitive port
system is dependent on finding the right people. The newly created port entities will
need the ability to recruit and retain a workforce of the highest caliber to undertake
the tasks with which they are entrusted. Port authorities will be unable to wrest highly
qualified people from other sectors unless compensation rates can exceed the
compensation levels bound by current civil service rules. Retaining employees also
means that effective management of human resources, including training and
development, will be necessary to support the functioning of DGST and the port
authorities.
Access to qualified labor is also a concern for the port business entities. As cargo
volumes increase in the coming years, additional physical capacity will be needed, and
there will be increasing demand for workers to manage and operate these new
facilities. Indonesias port sector will need a ready supply of qualified workers in order
maintain and operate facilities at acceptable global standards.
2.3 INDONESIAS NEED FOR INTEGRATED PORT POLICY
The policies set forth below are intended in part to enhance multimodal and cross-
sectoral integration. Ports can no longer be viewed in isolation of the rest of the
transportation system and economic development strategy. Hence, policy implies an
emphasis on rigorous analysis and long-term planning in partnerships among
government agencies and between public and private sectors. The emergence of
global supply chains as the preeminent business model is a key factor in global
economic changes. Propelled by dramatic changes in information and transportation
technologies, leading-edge production strategies now feature deeper integration of
production, marketing, transportation, and distribution commonly referred to as
integrative trade. These changes in how businesses operate have significant

7
implications for transportation, as pressures mount for greater scale and efficiency in
infrastructure systems that support major trade flows.
As businesses increase their reliance on seamless, secure, and efficient multi-modal

transport systems as keys to their success, transportation as a whole is being
recognized as more crucial than ever to Indonesias competitiveness. Hence, the key
for Indonesias future success will be an integrated approach to both policy and
physical infrastructure relative to all surface transport modes. This approach places
transportation infrastructure at its core, but goes further to encompass other
interconnected issues of public policy, regulation, and operational practices that
directly impact how well transport infrastructure works and how well Indonesia takes
advantage of it. As for investment, the crucial role for private investment is
highlighted, along with a commitment to policies that foster a positive climate for it to
increase while safeguarding the public interest.
The scope of a future maritime policy in Indonesia is potentially wide-ranging. It is

inevitable that the various policies, once approved, will be phased in and may be
changed during the course of time in view of strategic and other events. This suggests
that policies will also have to be prioritized and maybe revised. Hence, the Ministry of
Transport will rely continuously on input from stakeholders in identifying the most
important policy areas and any needed modifications.
Policies are required to ensure that Indonesias port sector develops into a world-class
competitive industry and that the ports are operated in line with international safety
and environmental standards. The objective should be to ensure that the port sector
promotes competitiveness, facilitates trade, and seamlessly integrates with the
multimodal transport logistics system. To achieve this, a flexible legal and regulatory
framework is required that ensures orderly, safe, secure, accessible, and competitive
services, high standards of corporate governance, and effective economic and technical
regulation. It requires a clear policy built on consensus and a commitment from
policymakers, managers, regulators and stakeholders.
2.4 LEGAL CONTEXT
Shipping Law 17 of 2008 is the parent law governing Indonesias ports sector. The
Law covers both port and shipping matters. Port issues are mainly dealt with in
Chapter VII (Arts 67 115), Chapter XI and in a few scattered provisions elsewhere in
the Law. The main topics covered in Chapter VII of the Law are:
National Port System
Port Master Planning
Institutional Frameworks / Participants in the Port System
Port Construction and Operation
Special Terminals and Own Interest Terminals

Tariffs
Designation of ports open for foreign trade
Role of regional government
Also relevant is Chapter XI, which establishes the office of the Harbour Master and
defines its powers and functions. The Law is supplemented by various Government and
Ministerial regulations issued to give effect to specific provisions. The principal
regulations governing port institutions, their roles, functions and duties include:
Government Regulation No 61/2009 regarding port affairs;
MoT Ministerial Regulation No KM 62/2010 on the organization and working
procedures of Port Management Units and its amendment (PM 44/2011);
procedures of Port Authorities and its amendment (PM 45/2011);
procedures of the Harbour Masters Office; and its amendment (PM 46/2011);
procedures of the Batam Port Office and its amendment (PM 47/2011).
2.5 PORT SECTOR VISION AND GOALS
Chapter 1 presented the vision for Indonesias port sector. The governments goals for
achieving this vision are set out below.
Secure Private Investment. Indonesias port sector will require substantial
expansion to accommodate higher demand as well as to support economic
development initiatives. The scale of investment is such that the public sector
cannot cover the cost alone. While private sector participation is key to port
development and operations success, government currently has regulations in
place that have the effect of discouraging private sector investment. Restrictions
to operational scope by special and own-interest terminals, related restrictions on
length of permits, and mandatory foreign equity ownership guidelines in terminal
infrastructure limit foreign investment and the ability of the private sector to
engage in third-party cargo handling.
Institute competition. Indonesias port sector is characterized by market
dominance. As a result, prices are not determined by market conditions,
translating to higher costs to port customers, and in the end Indonesias producers
and consumers, than what would otherwise exist under fully competitive
conditions. Market entry by competitors is constrained by certain provisions in the
Shipping Law that should be amended. A light-handed regulatory framework is
needed to guard against abuses of market power until such time as it is feasible to
introduce more competition, and allow market forces to drive the search for

9
greater efficiencies and lower costs after competition is introduced. The principle
to be applied is competition where possible, regulation when necessary.
Enhance the landlord model of port administration in Indonesia. Indonesias port
landlord model as currently configured does not reflect international best practice,
particularly in regards to the autonomy given landlord ports of other countries.
Missing from the existing model is the port authoritys ability to make independent
decisions relative to organizational structuring, marketing, pricing, budgeting,
financing, procurement, setting compensation levels, and hiring/termination. This
has the effect of slowing responsiveness to changing market conditions and
constraining inter-port competition that could emerge in future years as hinterland
accesses to market catchment areas are improved.
Integrate planning. The success of Indonesias economic development initiatives
depends to a great degree on the port sectors ability to facilitate implementation
of these initiatives while contributing to their success. This is particularly true of
the MP3EI, where ports will serve some of the economic activity located along the
economic corridors. Port planning must respond to the growing requirements of
economic activity and integrate these developments in the development of their
master plans. Port development must also be coordinated with national
transportation planning and planning decisions cannot be made in isolation of the
communities where ports operate; port plans must therefore be in conformity with
local land use plans.
Create an enabling, flexible, legal and regulatory framework. Indonesia has
already embarked on extensive legal reform with the introduction of the Shipping
Law and its complementary regulations. However, further legislation and/or
regulations are likely to be required to improve integrated and coordinated
planning, provide an efficient procedure for regulating tariffs, and allow for light-
handed regulation in the event of market failure.
Ensure safe and secure port operations. The port sector has to have a good safety
record and secure its assets and human resources. In the future this will require
more capacity to ensure that safety and security regulation adheres to world class
standards and international protocols to which Indonesia is a signatory. Technical
capacity must be created to meet these challenges and to cooperate with national
authorities in building an efficient safety and security management regime that
applies to Indonesias ports.
Expand protection of the environment. Future port expansion requirements will
result in the increased use of coastal waters and new developments along the
coastline increase the threat to the marine environment. The port authorities and
port management units must be diligent in implementing systems to mitigate such
threats, and effective oversight mechanisms must be established by the Ministry of
Transport to achieve this in cooperation with other relevant agencies in Indonesia.
Systems for implementation include effective emergency response programs.
Develop human resources. The port sector should provide a safe and rewarding
work environment with opportunities for career progression and personal
development. To become an employer of choice in a more competitive labor

market, the sector needs to provide attractive employment conditions, challenging

and rewarding work, an appropriate worklife balance, and greater opportunities
for training and upgrading the skills of the workforce. The ultimate goal is high
levels of efficiency within a work environment that balances the interests of
workers, employers, and society as a whole. But assuring quality workers begins
with preparation well before they are ready to embark on their careers both
vocational institutes and universities must play a role in preparing the port sector
workforce. For workers already employed for cargo and vessel handling, training
programs must focus on measures for improving productivity while Indonesia must
strive to meet global standards for port labor practices. Further, women do not
figure prominently in the port sector workforce -- Indonesia must focus on
strategies designed to mainstream women in this important sector.
2.6 PORT POLICY FORMULATION, IMPLEMENTATION AND REVIEW
2.6.1 Critical Issues
Indonesias port governance system is new as is the role of the Ministry of Transport in
this new landlord form of administration. At the same time, there is a lack of a policy
framework setting out governments goals for the sector, how these goals are to be
achieved and who will be responsible for achieving them.
It is traditionally the role of line function government departments, such as the

Ministry of Transport and DGST, to undertake policy development and monitor its
implementation. This must occur on a consultative basis with the involvement of all
stakeholders. The process adopted in the development of the National Port Master
Plan already establishes a suitable precedent for stakeholder involvement.
Policy is never static and must continuously adapt to changing circumstances. Hence,
the Ministry of Transport must also be tasked with reviewing policy on a regular basis
to verify that it still supports the Governments overall economic and social goals.
Legislation is a tool of policy. As Indonesias port policy takes shape, legislation must
be revised to ensure that it fully enables policy objectives to be achieved.
The Ministry of Transports work in policy development should be concerned with:

Contributing to the debate on the long-term structure of the port industry by
advising on ways of increasing competition. Although the Pelindos currently have
superior technical knowledge in this area, it has a major conflict of interest as any
increase in competition will automatically weaken its own position. A healthy
debate on the issue will enable the government to make a better-informed
judgement on the amount and form of competition which is appropriate and time
at which it is introduced. The Ministry of Transports proposed role in promoting
competition is elaborated further below.
Ensuring that Indonesias ports are compliant with the countrys policies. The
Ministry of Transport will also be expected to represent port sector interests when

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new policies are being developed at the national level, while DGST must work
within the Ministry to assure that prospective Ministry of Transport modal policy
incorporates deliberations about the impact modal policy may have on the port
sector.
Integrating the port system more effectively with other modes of transport, for
example by setting regulations on vehicle weights and drivers hours, or improving
highway systems, which do not have the effect of impeding the efficient working of
the ports.
2.6.2 Policy
The Ministry of Transport will develop capacity to oversee the effective
implementation of its proposed policy. It will report regularly to government and
stakeholders on progress in achieving policy goals. The Minister of Transport,
working through DGST, will from time to time issue guidelines to government
institutions and commercial agencies with regard to the implementation of port
policy. As appropriate such policy guidelines will be preceded by consultation with
key stakeholders.
Business strategies of all stakeholders, including port authorities, PMUs, and port
business entities, must be aligned to support governments port policy objectives.
To this end the Ministry of Transport through DGST will enter into a dialogue with
stakeholders with regard to those aspects of its plans and budgets that raise issues
of port policy. The Ministry of Transport will pursue a structured and open dialogue
with stakeholders, via the establishment of stakeholders and/or port user
committees, aimed at promoting a broad consensus and seeking to resolve
differences in emphasis or approach through a consultative process.
Policy will be regularly reviewed to ensure that it is still responsive to achieving the
goals identified for the port sector. A policy review will be undertaken on a three
yearly basis and will be integrated with the Ministry of Transports strategic
planning process. The review process will allow for stakeholder consultation and
the reviewed policy will thereafter be published for public notice.
Legislation will be reviewed to ensure that it provides an enabling framework for
the Governments policy goals for the sector.
2.7 INTEGRATED PLANNING, FACILITATION AND PERFORMANCE MONITORING
Integrated Planning
The Shipping Law has assured a coordinated port planning process. The Ministry of
Transport through DGST is responsible for preparing and updating a national port

master plan (NPMP) every five years with interim updates made as appropriate. Port
authorities and PMUs are, in turn, responsible for preparing local port master plans in
conformity with the NPMP; but the local master plans must also be aired with local
governments to assure they adhere to local land use planning provisions. There is,
however, no provision in the Law and its complementary regulations to assure plans
are part of an integrated national transport planning process and also to assure port
master plans facilitate overall economic development objectives.
It is therefore crucial that the ports are effectively integrated with other transport
modes and economic development initiatives. Planning to achieve such integration
must occur at various levels and among agencies within the national government and
the port authorities and Pelindos. The challenge is to devise a framework that
promotes complementary planning and allocates responsibility to each organization on
the basis of its mandate and distinct responsibilities.
Typically, it is a core function of transport departments to undertake overall planning

for the transport sector that ensures effective integration of transport modes. The
desired outcome is a seamless integration of modes that function as a single logistics
chain. Experience in many countries demonstrates that where such integrated
planning is absent, transport operations are constrained resulting in inefficiencies and
higher costs. A good example is inadequate road or rail connections to modal
interchange points such as ports.
An important role of the DGST is to develop a strategic vision of future port

requirements, to coordinate port planning with developments in other sectors of the
economy, and to ensure that the growing volumes of port traffic can be comfortably
accommodated on Indonesias road, rail, and interisland transport systems. The
primary role of port authorities and PMUs is to undertake the physical planning and
oversee construction and operation of port infrastructure. However, DGST also has an
important supporting role in coordinating port authority plans with those of other
government organizations and reviewing port authority plans from a strategic and
operational perspective.
Port development plans need to be integrated into wider strategies for economic
development, land use, and environmental protection. It is important to map out
clearly how this strategic planning process will work, and define the central role of the
Ministry of transport and DGST in coordinating port development plans with those of
other entities and sectors. DGST and port authorities may also be required to facilitate
consultation on the plans to ensure that the views of all stakeholders are properly
taken into account.
The Ministrys port planning responsibility should include the role of overall sector
facilitation. This entails facilitating between the port sector and stakeholders in both
government and the private sector to ensure that the port system can function at
optimal efficiency levels. Worldwide, studies have shown that over 75% of the
constraints to port system efficiency result from the activities of government agencies
such as customs, poor productivity due to the inefficient use of information technology
and logistics practices that are below par. There is potentially an extensive role to play

13
by the Ministry in securing greater cooperation between agencies and stakeholders
involved in the transport field to ensure higher productivity and overall lower port and
transport costs.
Finally, the Ministrys overall planning role implies that it must also be in the position
to evaluate the efficiency of the transport system and to assess whether policies and
plans are contributing towards higher port productivity and lower costs. This entails
developing the required performance monitoring and data processing capacity.
Port Hierarchy
Indonesia has developed a hierarchical framework to reflect the roles ports play in the
countrys port system, how they may be integrated in the countrys economic and port
planning processes, how they may be institutionally restructured as national, regional,
and local assets, and the extent to which they may be financially supported by the
government of Indonesia.
As indicated in the Shipping Law, the port hierarchy consists of 1) main, 2) collector,
and 3) feeder ports. Main ports serve domestic and foreign trade, while collector and
feeder ports are limited to domestic trade only; main ports are deemed to handle large
cargo volumes, while collector ports and feeder ports handle medium and limited
volumes, respectively. Main ports are to be administered by port authorities; collector
ports may be administered by port authorities or PMUs; feeder ports are to be
administered by PMUs. Collector ports and feeder ports may also be administered by
regional or local governments. How collector and feeder ports are administered will be
determined in close consultation with regional and local governments based on their
expressed interest to the Ministry in administering these ports or upon the Ministrys
interest to transfer these ports to local and regional control. The current classification
of Indonesian ports is presented in Appendix A.
2.7.2 Policy
The Ministry of Transport is responsible for coordinating planning of the entire
transport system in Indonesia based on sector plans prepared by modal divisions,
other modal agencies, and port authorities. To this end, port authorities will
cooperate with DGST to ensure that DGST is regularly informed of ongoing planning
efforts. The Ministry of Transport will issue planning regulations consisting of
requisite planning processes and guidelines to provide a basis for the Ministrys
monitoring of this activity. The Ministry will also require Pelindos and other port
business entities to provide port authorities with all relevant detail needed for
assessing impacts of their plans on the master plan, and port authorities to provide
similar details to the Ministry to coordinate overall transport system planning.

The Ministry will review the status of ports in future years to determine if their
hierarchical status should change and what implications there are in terms of
revising the prevailing and future National Port Master Plans and in the plans
submitted by port authorities and PMUs.
The Ministry of Transport will review port authority development plans from an
integrated transport planning perspective and establish a review procedure in the
planning regulations. The DGST will promote a continuous dialogue with the port
authorities to ensure that DGST is able to effectively execute its regulatory and
planning responsibilities.
The Ministry of Transport through DGST will develop capacity to supplement its
planning function by undertaking overall sector facilitation. To this end, the
Ministry will engage with other government agencies such as customs, and private
sector role-players such as freight forwarders and logistics service providers, to
continuously review sector performance and adopt practices that eliminate
constraints to the optimal functioning of the transport chain.
The DGST will develop a system of indicators for both planning and monitoring
performance purposes and publish regular findings of key port performance
indicators.
2.8 TARIFF REGULATION
Port authorities and PMUs are required to prepare tariffs for services that they render
and submit tariffs for review and stipulation by the Ministry of Transport. It is
important that the process of tariff review and approval is well understood by all the
parties. The Law suggests a light-handed regulation approach as tariffs are not
imposed; instead, port authorities are subjected to tariff approval, and eventually, as
port authorities and PMUs reflect the global standard approach to landlord
administrations, they will make their own pricing decisionsbased on a combination of
commercial and cost recovery principles. In this instance, the Ministry of Transports
role will be limited to ensuring that the tariff complies with its general tariff guidelines
and does not discriminate unfairly or constrain competition.
Steps will be taken to ensure short-medium term stability in the published tariff and
major adjustments to the tariff should be relatively rare, unless there are large
unforeseen changes in costs. At the same time port authorities will need some
flexibility to negotiate tariffs if these are needed to bring in new business. The role of
the Ministry of Transport is to ensure that these do not seriously disadvantage other
customers, and do not undermine the overall financial stability of the port authority by
leading to large losses.
International best practice generally advocates non-discriminatory treatment of

customerssimilar tariffs for similar customers receiving a similar servicebut this is

15
not always easy to achieve, as most customers can find something that differentiates
them from others and can be used to justify a lower tariff.
While the Shipping Law does not compel port business entities to submit tariffs for
approval, the risk of oligopolistic behavior by port business entities requires that port
business entities submit tariffs to enable the Ministry of Transport to monitor for
anticompetitive pricing practices. The tariff setting process should incorporate a
formal tariff filing system for port authorities and port business entities covering both
the published tariffs and the tariffs negotiated with individual port users on the basis of
one-off service agreements. This will enable the Ministry of Transport to monitor
tariffs to ensure that they remain internationally competitive, are not the result of
collusive behavior, cover costs, and do not unfairly discriminate against individual port
users. The tariff filing system is expected to operate broadly as follows.
2.8.2 Tariffs
Tariffs are the standard charges by port authorities that apply to all port users unless
otherwise specified. It is anticipated that they will be changed infrequently in order to
give users a high degree of certainty about the level of port charges, and that the
changes will be preceded by a period of consultation during which users will be able to
prepare for the effects of any proposed changes.
Changes to the port tariff will be proposed by port authorities and should be filed with
the Ministry of Transport at least 60 working days before their intended date of
introduction. If the port authorities receive no comments from the Ministry by 15
working days before their intended date of introduction they are deemed to have been
approved.
Port authorities will be expected to provide some justification for the proposed tariff
changes based on their financial impact on the port authority, requirements to recover
investment and operating costs of relevant services, competitiveness concerns, and the
outcome of any consultations port authorities have held with port stakeholders. The
Ministry of Transport will be entitled to conduct its own consultations with
stakeholders if it believes this is necessary. The tariffs for all port infrastructure and
services will be published for public notice, for example, on the Ministrys and port
authority websites.
While the Shipping Law does not require Ministry approval of port business entity
tariffs, this does not mean they would not be subjected to review and monitoring for
anticompetitive behavior. In terms of terminal operations, port business entities
control all activities between and including the berth and gate. Port business entities
in dominant positions have the ability to leverage higher prices without the threat of
losing business, thereby placing an undue cost burden on port users that is detrimental
to trade competitiveness. There is also a further cost to society as prices not
constrained by competition or regulation increases the costs to consumers and
domestic production.

Today, state-owned enterprises are not subjected to the provisions of Indonesias

competition law, while other port business entities are. The KPPU antitrust case
precedents have shown that it has regulatory jurisdiction over state-owned enterprise
subsidiaries, but not over state-owned enterprises themselves. This has the effect of
encouraging state-owned enterprises to avoid creating subsidiary operating companies
and directly managing and operating terminals themselves or, alternatively, to set
standard prices for all terminals under their control. State-owned enterprises are also
not prohibited from engaging in anticompetitive practices, such as predatory pricing
and discriminatory behavior as well as cross-subsidization, in their efforts to eliminate
competition. State-owned enterprises are also not prohibited from engaging in
anticompetitive practices, such as predatory pricing and discriminatory behavior as
well as cross-subsidization, in their efforts to eliminate competition. Given the
changing role of the Pelindos brought about by the new Shipping Law, it is important to
seek clarification from KPPU regarding the question of antitrust exemption. A
continued exemption in itself will serve as a constraint to market entry of potential
rivals and ultimately discourage needed port infrastructure investment. This in itself
will serve as a constraint to market entry of potential rivals and ultimately discourage
needed port infrastructure investment. Finally, we must bear in mind that state-
owned enterprises have profit maximization as their objective, with the Ministry of
State-Owned Enterprises establishing annual financial performance targets.
2.8.3 Service Agreements
Service agreements with individual customers are negotiated quite frequently and may
be for either a fixed or indeterminate period of time, or linked to the shipment of
specific consignments. Because they usually involve price guarantees, they serve as de
facto tariffs. Service agreements should be monitored to assure non-discriminatory
behavior. They should be filed with the Ministry of Transport under confidentiality
rules established by the Ministry no more than 10 working days after they have been
agreed with port users, together with supporting information which describes briefly
the nature of the transaction and the reasons for entering into a service agreement
rather than applying the tariff. If no comments are received from the Ministry within
10 working days of the date of filing, they are deemed to have been approved. Because
they are highly confidential, service agreements with individual customers will not be
published. Regulations should provide for the confidentiality of agreements to be
protected, unless disclosure is authorized by port business entities.
2.8.4 Rights of Explanation and Objection
The Ministry of Transport will be entitled to request an explanation from port

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

17
The Ministry of Transport should have the right to object to an existing or proposed
tariff only on the grounds that it is anti-competitive or non-compliant with government
policy. A tariff or service agreement can be considered to be anti-competitive when it
fails to comply with Ministry of Transport guidelines (see Figure 2-1). These guidelines
will also provide grounds for complaints about anti-competitive behavior which port
users may refer to the Ministry of Transport. Port users making complaints about anti-
competitive behavior will be expected to produce factual evidence to support their
complaints before the issue is taken any further.
The Ministry of Transports right to object to a tariff item should only be exercised if
the matter cannot be resolved through discussions with the port authorities and port
business entities. In this event, the following procedures will apply.
The Ministry of Transport should formally notify port authorities and port business
entities of its objection, together with the reasons for it.
Port authorities and port business entities may respond to the objection with a
statement of reasons which the Ministry of Transport is required to consider after
which it must inform port authorities/port business entities whether or not it
withdraws its objection.
Figure 2-1 Guidelines for Anti-Competitive Pricing Behavior
Anti-competitive pricing behavior is normally defined in terms of the following criteria:

Excessive tariffs. Average charges are high in relation to the cost of providing the service or for use
of similar infrastructure or services elsewhere and the premium cannot be justified by any unique
feature in the cost structure of the port or terminal.
Predatory pricing. Tariffs for particular infrastructure or services are below their appropriate
marginal cost (long-term or short-term, according to the nature of the transaction).
Price discrimination. Similar customers are charged different tariffs for the provision of similar
services. However, this does not preclude volume discounts or the negotiation of individual service
agreements for which there is economic justification.
In situations where the Minister of Transport determines there may be anticompetitive

behavior, or if a complaint received may be valid, then the Ministry of Transport may
refer its own determination or complaint to Indonesias competition commission
(KPPU), which in turn is obliged to take up the matter. To be able to do this, it is
important that an interagency Memorandum of Understanding be prepared that
defines the process and roles of either agency in considering possible antitrust
behavior. Additionally, in furtherance of promoting competition, already a part of
Indonesia national policy, the Ministry of Transport must seek to incorporate a port
sector state-owned enterprise exception to the exemption accorded to all state-owned
enterprises in the antitrust legislation.
Circumstances will change over time, and the regulations should be flexible enough for
tariff review procedures to be modified by mutual agreement and formalized through a
ministerial decision without requiring legislative amendment.

2.8.5 Policy
It is the duty of the Ministry of Transport to review the tariffs. The basic approach
that the Ministry of Transport will adopt is that of light-handed regulation. On
the part of port authority or PMU tariffs, it will object to proposed tariffs only to
the extent that they are not reasonable relative to the cost of providing the service
or infrastructure. In the case of port business entities, the Ministry will refer the
proposed tariff to the Competition Commission if in the Ministrys judgment it is
not reasonable relative to the service or infrastructure cost or is anti-competitive or
discriminatory.
The Ministry of Transports power of review is without prejudice to the freedom of
port business entities to negotiate service agreements with individual customers.
The Ministry of Transport will issue regulations to clarify the procedure to be
followed with tariff monitoring and review to ensure that a light-handed approach
is followed which does not impose any undue burden on port authorities, port
management units, or port business entities. The regulations will also specify the
grounds for regarding the tariff or a service agreement as anti-competitive.
2.9 PROMOTING PORT SECTOR COMPETITION
Competition is generally regarded as the best way of achieving economic development

because of the incentives it provides for all participants to satisfy customer needs in
the most efficient way possible. Government intervention is only needed when
competition does not produce the desired outcome. The basic policy approach that
many governments adopt and which is also the approach for Indonesia is competition
where possible, regulation when necessary. This approach allows government to
adopt a hands-off stance intervening only for one of three reasons: anticompetitive
behavior, the existence of externalities (such as traffic congestion or pollution which
are not automatically taken into account in commercial decision-making), and a failure
to provide customers with sufficient information.
Indonesias port sector is not yet highly competitive, meaning that shippers are left
with very few options relative to their hinterland markets. The use of more distant
ports imposes significant transaction costs on port users, thus reducing their effective
choice. Currently, terminals serving specific hinterlands are now managed by the same
state-owned enterprise through subsidiaries. This enables the state-owned enterprises
to take decisions that may be favorable to their overall business, but which could be to
Indonesias disadvantage. As sole providers of port infrastructure and services, the
potential for abuse of monopoly power exists even if it is never exercised. These
factors create a strong case for the Ministry of Transport to have a role in advising the
government on ways in which competition might be increased, and to have a role in
controlling anti-competitive behavior should it arise.

19
The layout and scale of cargo volumes in Indonesias largest ports suggest that
competition could be introduced to effect inter-terminal competition. Hence, as part
of its master plan review process, the Ministry of Transport will consider strategies for
introducing competition. Additionally, in order to avoid monopoly or oligopoly effects
of vertical integration of port services, and the opportunities for cross subsidization,
the Ministry may prohibit port business entities providing certain services from also
providing other services. For example, terminal operators may be prohibited from also
offering tug assist services. This policy will prevent operators from bundling port
services and thus expand the opportunities for inducing competition.
The Ministry of Transport will also endeavor to simplify licensing procedures for
services currently requiring licenses while assuring adequate insurance against liability.
This policy is intended to ease market entry requirements while simultaneously
assuring only qualified license holders can provide the service. This will serve to
establish a market for certain services which will encourage local entrepreneurship and
the development of small and medium sized enterprises.
Where the market fails to ensure competition, Indonesia must have a framework in
place that can anticipate the potential for abuse of monopoly power in the future as
commercial relationships may evolve in unforeseen ways. Anti-competitive behaviour
can assume a variety of forms (see Figure 2-2).
2.9.2 Complaints Procedure
Due to the imbalance in market power between the port operator, service providers
and port users, it is important that an effective channel exists for reporting and
resolving complaints and disputes relative to anticompetitive behavior. Such
complaints refer only to issues related to anticompetitive behavior. For complaints not
related to anticompetitive behavior, port authorities are better positioned to receive,
respond, and seek remedies to complaints relative to non-competitive issues.
Figure 2-2 Criteria for Assessing Anti-Competitive Behavior
Entry barriers (Access discrimination). Potential port users are deliberately excluded from
access to particular infrastructure or services, at a time when the port business entity is physically
and legally capable of supplying them, and would not lose money by doing so. This includes failure
to invest when the port is approaching full capacity.
Service bundling. Port users are required to purchase services they do not want, or could buy
from a competitor, in order to obtain access to infrastructure or services for which the supply is
more restricted.
Exclusive dealing. Port users and the port operators own suppliers - are not allowed to deal
with the port operators competitors, and are threatened with loss of their existing business if they
do so.
Performance standards. The port operator fails to provide an acceptable quality of service,
and/or consistently fails to meet its conditions of contract with port users or government.

Best practice encourages the parties to negotiate a commercially-acceptable solution.

The regulators first response should always be to direct the parties to seek a
negotiated outcome, rather than have a solution imposed from above by the
regulator. Only if theparties are unable to achieve a settlement between them should
the regulator become involved. However, even with the involvement of the regulator,
the initial approach will be to seek to reach an amicable settlement between the
parties through independent non-binding mediation. Only once both direct
negotiations and mediation have failed will the Minister of Transport refer the matter
to the KPPU. The following general guidelines should apply to complaint procedures.
First, all incoming complaints should be formally recorded and acknowledged.

Complaints should be made in a prescribed format and be accompanied by supporting
documentation. After a review of the complaint a decision should be made on whether
the complaint falls within the Ministry of Transports jurisdiction. Complaints about
day-to-day operational matters, for example, should be automatically referred back to
the port authorities. Frivolous or vexatious complaints should also not be entertained.
The organization against which the complaint has been made should then be given the
right to respond, usually within a pre-determined time period which reflects the nature
of the complaint. At this point, the Ministry of Transport is entitled to ask either party
to the dispute for further information if this seems appropriate.
After reviewing this first round of information, the Minister of Transport may ask the
parties involved to attempt to resolve the dispute themselves and it will generally do
so if it believes a commercially-negotiated outcome can be achieved. In fact, before
lodging a complaint, complainants should make every effort to solve a dispute through
negotiations as they are likely to be required to present evidence to the Ministry that
they attempted to resolve matters in good faith. Where the Ministry directs the
parties to attempt to resolve the dispute themselves, it should be entitled if it wishes
to offer informal suggestions on how to proceed. A limited period of time should be
allowed for the parties to resolve the dispute, at the end of which the status of the
complaint resolved, unresolved, or partially/conditionally resolved - should be
recorded by the Ministry.
2.9.3 Policy
The Ministry of Transport in partnership with the KPPU has the overall
responsibility to promote competition within the port sector. It is cognizant of the
fact that the ports sector is highly concentrated and characterized by monopolies.
Hence, it will remain vigilant to prevent anti competitive behavior and abuses of
monopoly power.
The Ministry of Transport will promote competition by executing its planning
functions and participating in the debate by conducting its own independent
analysis - of ways in which competition can be increased, especially with regard to
the planned new port developments or expansion of existing ports.

21
The Ministry of Transport will develop the capacity to respond to alleged anti-
competitive behavior by introducing a complaints and dispute resolution procedure
in regulations. Where applicable, the approach to be followed will be similar to the
procedure used in resolving disputes with regard to port tariffs.
2.10 ENHANCE LABOR COMPETITIVENESS
While all workers should be assured of a safe and rewarding work environment, there
is an expectation that the work force will also be competitive relative to global
standards. Port authority and PMU employment systems must distinguish themselves
in terms of employment conditions and work environments in order to effectively
compete for highly qualified workers with other sectors. Port authorities and PMUs
must offer a nurturing environment for entry level workers, both men and women,
that translates to career advances facilitated by training and development and
experience. At the same time, there has to be a concerted effort in collaboration with
vocational and higher education institutions to promote the port sector as a desirable
career option, for both men and women, and to assert a symbiotic relationship in
continuing education opportunities for port sector workers.
While capacity development is recognized as important to port performance, we must

also recognize the importance of work practices to a ports competitiveness. Today,
terminal operators are compelled to hire workers from labor cooperatives; because of
low productivity and capability concerns, workers from labor cooperatives are retained
while terminal operators simultaneously deploy their own workers, increasing the cost
of doing business in the port. Labor cooperatives must demonstrate improved capacity
to work skillfully and productively, while availing themselves of training programs
designed to improve their capabilities and performance. At the same time, as skill
levels are increased, work practices must also reflect global standards; the size of the
gangs offered by cooperatives for container handling, for example, are substantially
larger than the norm for container handling. Additionally, while most modernized port
systems offer workers on a 24/7 basis, labor cooperatives in some cases are not willing
to deploy late-shift gangs. Terminal operators are thus not able to serve vessels during
late-shift hours as they are not permitted to use workers without hiring cooperatives.
2.10.2 Policy
The Ministry of Transport, in close consultation with training centers, port business
entities, port authorities, and labor cooperatives, will identify port sector training
and education requirements for the Ministry (including DGST), port authorities,
PMUs, labor cooperatives, and port business entities and and will develop a
strategy for addressing port sector training and education needs. Training
requirements and strategy will be periodically revised to reflect changing demands.

The Ministry of Transport will engage in memorandums of understanding with

training centers, vocational institutions, and higher education institutions to
promote port sector careers and to identify training and development
requirements to improve labor productivity and assure respective curriculums are
responsive to port sector needs, including those of the Ministry of Transport, port
authorities and PMUs, port business entities, and labor cooperatives.
The Ministry of Transport will engage in a dialogue with labor cooperatives to
formulate incentives for increasing productivity, expand training programs,
improve work practices, and to identify strategies for enhancing competition
among the cooperatives providing port workers.
The Ministry will promote the recruitment and retention of women into the port
sector workforce and womens participation in vocational and higher educational
institutions.
2.11 SUPPORTING EFFECTIVE PORT SAFETY REGULATION
Effective safety regulation in Indonesias ports is a shared responsibility of the national

government, port authorities, and port business entities. This requires the Ministry to
establish a policy for safe operations with the port authorities responsible for the
execution of this policy. Port business entities in turn are responsible for introducing
safety management systems as part of their operational functions.
The role of port authorities in landside safety and environmental management must be
clarified in view of their status as new organizations and the Ministrys oversight role in
ensuring that ports are managed in a safe and environmentally-responsible manner.
Independent safety oversight by the Ministry of Transport can be undertaken by
developing a port safety and security framework that is agreed between the Ministry
and the port authorities by way of a Port Safety Code or similar standard. In practice, it
will be a formal agreement between the Ministry of Transport and the port authorities
that sets out port safety operating requirements and corresponding performance
measures.
2.11.2 Policy
The Ministry of Transport will enhance implementation of regulations which
entrust port authorities and harbor master with effective powers to oversee safety
and security based on international guidelines and standards.
The recent reforms creating the port authorities require that there be independent
oversight of port safety. To this end, the Ministry of Transport will develop a port
safety framework setting out the obligations of port authorities in respect of
compliance with port safety regulations.

23
2.12 SUPPORTING EFFECTIVE ENVIRONMENTAL REGULATION
There are many common environmental concerns that ports face. These include:
Handling, storage, and movement of International Maritime Dangerous Goods
Code (IMDG) cargoes;
Waste generation from vehicle and maintenance activities and proper disposal of
such wastes;
Bunker facilities, pipelines and other above- or underground storage tanks for
fuels;
Potential for oil, fuel and hazardous material spills and the need for spill prevention
planning and emergency-response measures;
Protection of the sea and atmosphere from releases into the environment, either
from spills, directed discharges, or non-point source pollution;
Air pollution from ground vehicle and vessel exhaust fume emissions;
Wastewater discharges from cleaning operations and ballast water;
Solid waste (sewerage and garbage) disposal; and
Ballast water management.
Hence, national authorities are responsible for establishing internationally acceptable

guidelines in respect to the port and marine environment. The Ministry of Transport is
responsible for developing and applying regulations while port authorities are
responsible for assuring compliance by port business entities and users. An ISO 14001
Environmental Management System is required to help the port self-police its
environmental requirements and audit its own facilities, as well as develop plans to
reduce pollution and commit to continuous improvement. In turn, the ISO 14001
Environmental Management System should be part of an integrated Environmental,
Health and Safety Management System.
2.12.2 Policy
Effective environmental protection must be ensured through a port environmental
protection code that will be developed by the Ministry of Transport and
implemented by port authorities which sets forth:
o An Indonesian standard and best practice guidelines for environmental
protection in the ports;
o A framework for an environmental management system to be developed and
implemented by the Ministry of Transport; and

o Provides for periodic independent audits in addition to the oversight role to be

undertaken by the Ministry.
Harbor master will be entrusted with specific powers to manage and control
pollution in the ports.
The Ministry of Transport will assume its full responsibilities under the Emergency
Management System and engage partners in the maritime field to ensure that there is
a functioning system of emergency response in the port sector.

25
CHAPTER 3: ANALYSIS OF PORT TRAFFIC AND CURRENT
PERFORMANCE
In this chapter we present information collected on traffic for ports within the
Indonesian port system, and trends in foreign and domestic traffic volumes by type of
cargo and commodity/commodity group. Data on foreign trade (imports and exports)
and domestic shipping (loadings and unloading) are presented for the following cargo
types and commodity/commodity groups:
General cargo
Container
Dry bulk
o Cement;
o Coal;
o Iron ore;
o Fertilizer;
o Grain;
o Other dry bulk.
Liquid bulk
o Petroleum & products;
o Crude palm oil (CPO);
o Other liquid bulk.
Total traffic
3.1 APPROACH AND DATA SOURCES
A complete profile of the traffic handled at Indonesian ports is an important element to

prepare traffic forecasts, identify necessary future port capacity additions and estimate
investment. Information sources include data maintained by the DGST, by individual
Pelindos, and from other recent studies of the Indonesian port sector. The information
obtained from each of these sources is described in the sections below.
3.1.1 DGST Shipping Data Sets
DGST compiles from data provided by the shipping companies that report information
on vessel calls at Indonesian ports. Separate data sets are maintained for foreign trade

CHAPTER 3: ANALYSIS OF PORT TRAFFIC AND
CURRENT PERFORMANCE
for domestic shipping. The foreign data set obtained for 2009 includes the following
information:
Name of shipping company;
Name of vessel;
Deadweight, gross tonnage and horsepower of vessel;
Name and location of shipper (exporter or importer);
Direction of trade (import or export);
Foreign port of origin or destination;
Indonesian port of origin or destination;
Commodity and commodity group;
Tons or TEU loaded or unloaded;
Crew;
Type of vessel (tramper or liner).
For 2009, the foreign trade data set contains 32,734 records of individual vessel calls in
Indonesia for foreign trade.
The domestic shipping data sets have separate files for coal, fertilizer, cement and
other commodities. The domestic data sets include the following information:
Name of shipping company;
Name of vessel;
Flag (domestic or foreign);
Deadweight, gross tonnage and horsepower of vessel;
Indonesian port of origin and destination;
Commodity and commodity group;
Cargo type;
Tons or TEU loaded or unloaded;
Type of vessel (tramper or liner).
For 2009, the domestic trade data set contains more than 72,000 records of
cargo/commodity shipments in Indonesian domestic trade between ports.1 These data
sets were reviewed and revised to clean them of inconsistencies and obvious errors,
including the following:
1
Please note that some of the vessel calls have multiple records to accommodate the multiple
commodities that are loaded or unloaded at a port.

27
Indonesian port names were harmonized to a single spelling and to a single name
for a particular port;
Commodity (e.g. coal) or commodity group (petroleum and petroleum products)
classifications were harmonized to a single commodity or commodity group name
and spelling;
Obvious errors in reported cargo volumes were corrected when the cargo volume
grossly exceeded the carrying capacity of the vessel;
Container shipments in TEU and vehicle shipments in units were separated from
other cargo reported in tons.
The DGST data sets provide the single most comprehensive view of the cargo handled
in Indonesian ports during 2009.
3.1.2 Pelindo Port Data
Historic information on cargo handled at Indonesian ports is also maintained by the

individual Pelindos. The time series presented in this chapter are largely derived from
data provided or reported by the Pelindos.
3.1.3 Data from Other Recent Studies of Indonesian Ports
Information was reviewed on port traffic from a number of recent Indonesian port
sector studies and reports to fill in data gaps and to confirm or verify information
obtained from the two primary sources described above.
3.2 INDONESIAN PORT TRAFFIC 1999-2009
As an archipelago, Indonesia relies heavily on its ports to accommodate its extensive

foreign trade as well as for vast domestic commerce. In 2009, a total of 968.4 million
tons were handled at Indonesian ports, consisting of 560.4 million tons of dry bulk
cargo (nearly three-quarters of which was coal), 176.1 million tons of liquid bulk cargo
(86 percent of which was petroleum and petroleum products or CPO), 143.7 million
tons of general cargo and 88.2 million tons of containerized cargo (Table 3-1).
Foreign trade accounted for 543.4 million tons or 56 percent of the total volume of
cargo handled at Indonesian ports in 2009. Export shipments at 442.5 million tons
accounted for more than 80 percent of the foreign trade, while imports of 101.0
million tons accounted for 20 percent of the foreign trade. The export figures are
higher due to the substantial volume of coal exports of 278.6 million tons in 2009.

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

and cargo type 1999 2009 1999-2009
IMPORTS
General cargo 11,777 18,628 4.7%
Container cargo 6,755 30,658 16.3%
Dry Bulk 12,281 9,719 -2.3%
Liquid Bulk 17,327 41,954 9.2%
Subtotal 48,140 100,958 7.7%
EXPORTS
General cargo 16,635 14,212 -1.6%
Dry Bulk 41,511 303,133 22.0%
Liquid Bulk 38,535 94,769 9.4%
Subtotal 105,249 442,457 15.4%
DOMESTIC UNLOADING
General cargo 25,018 55,430 8.3%
Dry Bulk 26,885 123,743 16.5%
Liquid Bulk 45,448 19,675 -8.0%
Subtotal 103,195 212,460 7.5%
DOMESTIC LOADING
General cargo 17,535 55,430 12.2%
Dry Bulk 14,499 123,771 23.9%
Liquid Bulk 47,334 19,675 -8.4%
Subtotal 85,893 212,485 9.5%
TOTAL
General cargo 70,966 143,699 7.3%
Dry Bulk 95,176 560,366 19.4%
Liquid Bulk 148,644 176,072 1.7%
Total 342,477 968,361 11.0%
Source: Prepared by Nathan Associates Inc. from DGST and Pelindio data.
Indonesian domestic cargo handled at its ports in 2009 totaled 433.3 million tons, with
dry bulk shipments of 247.8 million tons accounting for 58 percent of total domestic
shipments. 2
2
The reason for a significant discrepancy between domestic unloading and loading statistics in
1999 is not known. Conceptually, these figures should be close as they are in 2009.

29
Table 3-1 and Figure 3-1 also show the growth in Indonesian port traffic for the 10-year
period from 1999 to 2009. During this period, total port traffic increased at an average
annual rate of 11.0 percent. However, the distribution of the growth of traffic was
quite diverse. For example, dry bulk traffic increased more than five-fold from 95.2
million tons in 1999 to 560.4 million tons in 2009. Container cargo also increased at a
high average annual rate of 12.3 percent from 27.7 million tons in 1999 to 88.2 million
tons in 2009 3. General cargo increased at an average annual rate of 7.3 percent, while
liquid bulk cargos increased at a much slower annual rate of 1.7 percent during this
period.
Figure 3-1 Indonesian Port Traffic by Trade Flow and Cargo Type, 1999 and 2009 (000s tons)
180,000
000's tons
160,000
140,000
120,000
100,000
80,000
60,000
40,000
20,000
-
General Cargo Container Cargo Liquid Bulk
1999 70,966 27,692 148,644
2009 143,699 88,222 176,072
600,000
000's tons
500,000
400,000
300,000
200,000
100,000
-
1999 2009
Dry Bulk 95,176 560,366
3
Container cargo volumes were estimated by multiplying TEU reported by 10 tons per TEU.

CURRENT PERFORMANCE
Figure 3-2 Indonesian Port Traffic by Trade Flow and Cargo Type, 2009 (000s tons)
600,000
000's tons
500,000
400,000
300,000
200,000
100,000
-
General Container Dry Bulk Liquid Bulk
Cargo
Loading 55,430 13,610 123,771 19,675
Unloading 55,430 13,613 123,743 19,675
Export 14,212 30,342 303,133 94,769
Import 18,628 30,658 9,719 41,954
Within trade flows, exports increased the most from 195.2 million tons in 1999 to
442.5 million tons in 2009, corresponding to an average annual increase of 15.4
percent. Imports and domestic commerce volumes experienced annual growth in the
range of 8-10 percent from 1999 to 2009.
3.2.1 Indonesian Port Traffic in 2009
Further detail of Indonesian port traffic in 2009 by trade flow and principal commodity/
commodity group is presented in Table 3-2. Within the dry bulk cargo type, coal
accounts for nearly 90 percent of the total dry bulk foreign trade but only 56 percent of
the domestic dry bulk trade. Other substantial volumes of dry bulk commodities
shipped on domestic trades include fertilizer (30.7 million tons), cement (14.9 million
tons), grains (2.3 million tons) and other dry bulk products (60.1 million tons).
Within liquid bulk cargoes, virtually all of the 91.5 million tons of petroleum and
petroleum products handled at Indonesian ports in 2009 was for foreign trade and only
385 thousand tons were reported as domestic shipments. For CPO, domestic
shipments totaled 38.5 million tons in 2009, while 22.4 million tons of CPO was shipped
as foreign trade (exports).
Samarinda is the top port in terms of dry bulk cargo due to the 65.6 million tons of coal
handled in 2009, followed by Tanjung Bara that handled 41.0 million tons of dry bulk.
Tanjung Priok is the top port in terms of container traffic with 39.2 million tons of
containerized cargo handled in 2009 followed by Tanjung Perak at 17.4 million tons.

31
Tanjung Priok is also the top port for handling cement at 3.9 million tons followed by
Bintuni at 3.0 million tons. Cigading is the top port for iron ore at 1.8 million tons.
For fertilizer, both the ports of Pontianak and Teluk Melano each handled around 9.0
million tons in 2009. Tanjung Perak is the leading port for handling grains at 5.7 million
tons in 2009, followed by Bau-Bau at 4.2 million tons. The port of Kendawangan is the
leading port for other dry bulk commodities, handling 31.3 million tons in 2009.
Table 3-2 Indonesian Port Traffic by Trade Flow and Cargo Type and Principal Commodity,
2009 (000s tons)
Foreign Trade Domestic Trade

Type of cargo Imports Exports Subtotal Unloading Loading Subtotal Total
General Cargo 18,628 14,212 32,840 55,430 55,430 110,859 143,699
Container 30,658 30,342 61,000 13,613 13,610 27,223 88,222
Dry Bulk 9,719 303,133 312,852 123,743 123,771 247,514 560,366

Cement - 144 144 7,459 7,483 14,941 15,085
Coal 685 278,618 279,303 69,674 69,674 139,349 418,652
Iron Ore 1,862 8,669 10,531 46 46 91 10,623
Fertilizer 3,360 1,802 5,162 15,331 15,334 30,665 35,828
Grain 3,469 363 3,832 1,172 1,172 2,343 6,175
Other Dry Bulk 343 13,537 13,879 30,062 30,062 60,124 74,003
Liquid Bulk 41,954 94,769 136,723 19,675 19,675 39,349 176,072

Petroleum & Products 31,801 59,309 91,110 192 192 385 91,495
CPO 269 22,169 22,438 19,243 19,243 38,485 60,923
Other Liquid Bulk 9,884 13,291 23,175 240 240 479 23,654
Total 100,958 442,457 543,415 212,460 212,485 424,946 968,361

Source: Prepared by Nathan Associates Inc. from DGST shipping data.
For liquid bulk cargo, Bontang is the lead port in terms of petroleum and petroleum
products at 25.6 million tons followed by Tanjung Balai Karimun at 12.9 million tons.
For CPO, there are four major ports led by Dumai at 10.1 million tons, followed by Satui
and Kuaro each at around 9.0 million tons and Tanjung Perak at 7.5 million tons.
Balikpapan and Merak handle the largest volume of other liquid bulk products, each at
around 3.6 million tons in 2009.
Figures 3-3 and 3-4 presents total traffic by trade flow and cargo type, respectively, for
Indonesias top 50 ports.
The presentation of port volumes in this chapter up to now has been in terms of tons
of cargo so as to be uniform across cargo types. However, for the discussion of
container shipments, it is customary to speak in terms of twenty foot equivalent units
(TEU) which has become a standard measurement unit within the container industry.
Hence in this subsection, all information regarding containers handled at Indonesian
ports is expressed in TEU.

CURRENT PERFORMANCE
Table 3-3 presents containers handled at the top 50 Indonesian ports for containers in
2009 by type of trade flow. In 2009, a total of 8.8 million TEU were handled at
Indonesian ports, consisting of 6.1 million TEU for foreign trade (69 percent) and 2.7
million for domestic trade (31 percent). The top 50 ports that handled containers
account for 99.7 percent of the total container traffic. Due to the requirement of
specialized handling equipment, the handling of containers is concentrated at just a
few ports with the top 5 ports handling 84 percent of the total volume in 2009 and the
top 10 ports handling 91.5 percent.

33
Figure 3-3 Indonesian Top 50 Ports for Total Traffic by Trade Flow, 2009 (000s tons)

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

35
Table 3-3 Indonesian Top 50 Ports for Container Traffic by Trade Flow, 2009 (000s TEU)
Foreign Trade Domestic Trade

Port Imports Exports Subtotal Unloading Loading Subtotal Total
Tg. Priok 1,605 1,485 3,090 328 505 833 3,923
Tg. Perak 630 576 1,206 256 282 539 1,744
Belawan 302 309 610 180 98 278 888
Tg. Emas 291 253 543 17 15 32 575
Panjang 137 139 277 14 11 25 302
Makassar 2 - 2 144 104 249 250
Banjarmasin - - - 61 57 118 118
Pontianak - - - 70 29 99 99
Samarinda 0 - 0 50 45 95 95
Pekanbaru 11 32 44 16 13 30 73
Merak 25 36 61 1 1 3 64
Perawang 1 53 54 4 5 9 63
Bitung - - - 27 36 63 63
Palembang 16 16 33 14 15 29 62
Batu Ampar 18 29 47 - - - 47
Teluk Bayur - - - 20 22 42 42
Balikpapan 1 2 3 19 16 35 38
Batam 1 3 4 15 11 26 30
Jayapura - - - 12 15 28 28
Buatan 2 26 27 - - - 27
Kabil 12 15 27 0 0 0 27
Kuala Tungkal 0 22 22 - - - 22
Sorong - - - 13 9 22 22
Tarakan - - - 9 8 17 17
Ambon - - - 7 8 15 15
Batu Licin - - - 7 7 14 14
Bau-Bau - - - 7 4 11 11
Biak - - - 7 3 10 10
Merauke - - - 6 4 10 10
P. Burung - 10 10 - - - 10
Talang Duku 4 5 9 - - - 9
Palu - - - 5 4 9 9
Timika - - - 5 4 9 9
Kendari - - - 6 3 9 9
S. Guntung - 8 8 - - - 8
Fak-Fak - - - 4 3 7 7
Manokwari - - - 4 3 7 7
Nabire - - - 4 3 6 6
Benoa - - - 3 3 6 6
Benete 2 3 5 - - - 5
Jambi 2 2 5 - - - 5
Muntok 2 2 4 - - - 4
Sampit - - - 2 2 4 4
S. Buatan 0 3 4 - - - 4
Pantoloan - - - 2 1 3 3
Pangkal Balam 1 1 3 0 - 0 3
Malili - - - 1 1 2 2
Tg. Pandan - - - 1 1 2 2
Kumai - - - 1 1 2 2
Luwuk - - - 1 0 2 2
Top 50 ports 3,064 3,031 6,095 1,347 1,354 2,700 8,796
All other ports 1 3 5 14 7 22 26
Total all ports 3,066 3,034 6,100 1,361 1,361 2,722 8,822
Source: Prepared by Nathan Associates Inc. from DGST Shipping Database, 2009.

CURRENT PERFORMANCE
As can be seen from Table 3-3, there seems to be a demarcation between the volume
of containers at the top 6 container ports from those lower in the list. The top 6 ports
areTanjung Priok (3.9 million TEU), Tanjung Perak (1.7 million TEU), Belawan (0.9
million TEU), Tanjung Emas (0.6 million TEU), Panjang (0.3 million TEU) and Makassar
(0.3 million TEU). No other Indonesian port handled much more than 100 thousand
TEU in 2009.
It is interesting that for Tanjung Priok, 3.1 million TEU of its total 3.9 million TEU were
of containers for foreign trade (78.8 percent), whereas Tanjung Perak handled 1.2
million TEU of its total 1.7 million TEU for foreign trade (69 percent). At Makassar,
nearly all of the containers handled in 2009 were for domestic trade.
A longer perspective on the growth of container traffic at Indonesian ports is presented

in Table 3-4 for the period of 1990 to 2009. During this period, container traffic in
Indonesia increased nearly nine-fold from 1.0 million TEU in 1990 to 8.9 million TEU in
20094. The growth in container volumes is shown graphically in Figure 3-5.
The corresponding average annual growth rates for container traffic at the main
Indonesian ports is presented in Table 3-4 for the entire period of 1990 to 2009, and
for the sub-periods of 1990 to 2000, 2000 to 2009 and 2000 to 2008. Figure 3-5
displays the growth in container traffic at the main container ports during this period.
For the entire period of 1990 to 2009, container traffic at Indonesian ports increased at
an average annual rate of 12.2 percent, which is very high for a 19-year period. Equally
impressive is the average annual growth rate of 17.3 percent that was recorded from
1990 to 2000. For the most recent period of 2000 to 2009, the average annual growth
rate has been lower but still quite robust at 6.9 percent. If one discounts the financial
crisis year of 2009 and looks at the 2000 to 2008 period, the average annual growth
rate was 7.3 percent.
4
There are differences between the figures reported in Table 3-6 and Table 3-7 for container
traffic in 2009. For purposes of computing average annual growth rates, it was decided to use
the same Pelindo-based data sources for 2009 as for other years shown in Table 3-7.

37
Table 3-4 Indonesian Main Ports for Containers, Selected Years, 1990-2009 (TEU)
Avergae annual growth rate (%)

Port 1990 2000 2008 2009 1990-2009 1990-2000 2000-2009 2000-2008
Tanjung Priok 643,582 2,494,606 3,973,661 3,799,411 9.8 14.5 4.8 5.8
Tanjung Perak 198,135 915,000 2,213,477 1,744,300 12.1 16.5 7.4 12.3
Belawan 82,585 311,089 590,069 888,400 13.3 14.2 12.4 6.4
Tanjung Emas 37,361 262,697 468,177 576,100 15.5 21.5 9.1 7.3
Makasar 6,457 164,684 362,452 463,818 25.2 38.2 12.2 9.3
Banjarmasin 2,766 142,958 258,034 284,282 27.6 48.4 7.9 11.3
Samarinda - 68,685 167,387 266,438 - - 16.3 11.8
Pontianak 847 93,098 132,732 133,419 30.5 60.0 4.1 3.5
Panjang 19,386 76,090 106,935 104,175 9.3 14.7 3.6 4.3
Palembang 8,300 45,657 78,469 84,403 13.0 18.6 7.1 7.8
Bitung 134 66,737 105,405 61,914 38.1 86.1 (0.8) 5.9
Pekanbaru - 14,236 50,548 57,612 - - 16.8 (10.0)
Balikpapan 754 22,401 70,952 52,844 25.1 40.4 10.0 10.1
Jambi - 36,655 54,276 52,086 - - 4.0 5.8
Teluk Bayur - 12,383 48,503 47,633 - - 16.1 16.0
Batam a/ 133,345 125,000 104,200 - - (2.7) (0.9)
Jayapura - 264 30,405 25,592 - - 66.2 72.0
Sorong - 2,163 18,832 24,110 - - 30.7 23.3
Subtotal 1,000,307 4,860,585 8,836,482 8,746,627 12.1 17.1 6.7 7.4
Other ports - 67,915 45,984 224,911 - - 14.2 (4.7)
Total 1,000,307 4,928,500 8,882,466 8,971,538 12.2 17.3 6.9 7.3

a/Batam includes Batu Ampar and Kabil.
Source: Compiled by Nathan Associates Inc. from DGST, Pelindo II and other data.

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

39
Figure 3-6 Major International Trade Flows for Indonesia Container Traffic 2009
Figure 3-7 Major Domestic Trade Flows for Indonesia Container Traffic 2009

CURRENT PERFORMANCE
Figure 3-8 Major International Trade Flows for Indonesia General Cargo Traffic, 2009
Figure 3-9 Major Domestic Trade Flows for Indonesia Container Cargo Traffic, 2009

41
Figure 3-10 Major International Trade Flows for Indonesia Dry Bulk Cargo 2009
Figure 3-11 Major Domestic Trade Flows for Indonesia Dry Bulk Cargo 2009

CURRENT PERFORMANCE
Figure 3-12 Major International Trade Flows for Indonesia Liquid Bulk Cargo 2009
Figure 3-13 Domestic Trade Flows for Indonesia Liquid Bulk Cargo 2009

43
CHAPTER 4: FORECAST OF INDONESIAN PORT TRAFFIC
4.1 APPROACH
First, the forecast is driven by the top-down approach, working first at the national
level based on macroeconomic trends and conditions in Indonesia, the region and its
trading partners (Figure 4-1). Forecasts at the national level are then assigned to
individual port areas based on historical patterns adjusted for special conditions such
as implementation of the economic development corridor strategy.
Figure 4-1 General Approach for Traffic Forecast
Voyage data; maritime traffic by port pair, 2009

Socioeconomic data (GRDP, population) & port statistics
Future condition (MP3EI, specific commodity trend)
Data
Growth of specific commodities demand and productions
Commodity Type (11 types)

Modeling Port Demand by Commodity Type Intl &
Domestic
Modeling Alternative High ( with MP3EI accelerated growth) and Low
Forecast (smaller GDP growth)
Future Port Demand by Commodity Type

Forecast Assigning National Port Demand to Port Clusters
Components of trade such as international container traffic and domestic container

traffic that have different determinants of growth are forecasted separately taking into
consideration customized regression models developed for this study.
4.2 CONTAINERS
Due to the high rate of traffic growth and the anticipated requirement for investment
in new and expanded facilities, a particular focus was placed on the development of a
traffic forecast for containers. The first step was to separate Indonesian container
flows into those for international trade and those for domestic trade, as the
characteristics and determinants of future growth for these two trade flows are quite
different.

CHAPTER 4: FORECAST OF INDONESIAN PORT
TRAFFIC
4.2.1 Forecast of International Container Flows
Comprehensive data on the classification of container traffic between International

and domestic trade flows are not publicly available. We have compiled available data
from DGST and the Pelindos for the main container ports of Tanjung Priok, Tanjung
Perak, Belawan, Makassar and Tanjung Emas. As was described in Chapter 3, these five
container ports handled 83 percent of the total container volume in Indonesia in 2009.
International container flows were forecast through 2030 based on a multiple

regression model that assesses the relationship between historical international
container TEU and the independent variables of trade-weighted GDP of Indonesias
major trading partners and Indonesias own GDP. GDP in constant US dollars of 2000
were obtained for Indonesia, Europe, China, and the United States from the World
Banks on-line databank for the period of 1990 to 2009. For Indonesias trading
partners, their GDP was weighted in accordance of their share of Indonesian foreign
trade in manufactured goods. The Indonesian trade data for manufactured goods was
obtained from the on-line United Nations Statistics Division, Commodity Trade
Statistics Database (COMTRADE) for 1990 to 2009.
The resulting regression model and the statistical results are presented in Table 4-1.
The model has a coefficient of determination (R-squared) of 98 percent and the
variables have t-statistics of nearly 4.0 with the exception of Europe that is still
significant at a value of 2.0. The regression, based on the historical container traffic
volumes, implicitly takes into account trends in the propensity to trade and
containerization rates of general cargo.
Table 4-1 Regression Equation and Statistics for Forecast of Indonesian International
Container Traffic
Regression Statistics
Multiple R 0.990
R Square 0.980
Adjusted R Square 0.975
Standard Error 252,946.900
Observations 20
ANOVA
df SS MS F Significance F
Regression 4 4.74331E+13 1.18583E+13 185.3371032 1.41913E-12
Residual 15 9.59732E+11 63982134104
Total 19 4.83928E+13
Coefficients Standard Error t Stat P-value Lower 95% Upper 95%

Intercept (2,546,444.4) 674,378.4 (3.776) 0.002 -3.98E+06 (1,109,041.016)
Europe TW-GDP (553.3) 278.4 (1.987) 0.065 (1,146.803) 40.133
US TW-GDP 1,373.0 329.0 4.173 0.001 671.727 2,074.246
Indonesia GDP 19,050.0 4,996.2 3.813 0.002 8,400.881 29,699.091
China TW GDP 6.1E-06 1.6E-06 3.746 0.002 2.650E-06 9.647E-06
Source: Prepared by Nathan Associates Inc.

45
To apply this regression model to develop forecasts of Indonesian international
container volumes in future years, it is necessary to develop assumptions regarding the
future growth of GDP for Indonesia and each of its main trading partners. We have
used the real GDP growth rates projected by the International Monetary Fund (IMF) as
published in the Statistical Appendix of the April 2011 issue of the World Economic
Outlook. The IMF projections are for 2011 through 2016. From 2016 through 2030, we
have assumed GDP growth rates as shown in the Table 4-2.
Table 4-2 Projected GDP Growth for Selected Regions and Countries, 2011-2030
Region or country 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2025 2030
Europe 1.7% 1.6% 1.8% 1.8% 1.7% 1.7% 1.7% 1.8% 1.8% 1.8% 1.8% 2.0% 2.0%
US 2.8% 2.8% 2.9% 2.9% 2.8% 2.8% 2.7% 2.4% 2.4% 2.4% 2.4% 2.4% 2.4%
Indonesia 6.1% 6.2% 6.5% 6.6% 6.8% 6.9% 7.0% 6.8% 6.6% 6.4% 6.0% 5.5% 5.5%
China 10.3% 9.6% 9.5% 9.5% 9.5% 9.5% 9.5% 8.5% 8.5% 8.5% 7.5% 7.5% 7.5%
Source: IMF World Economic Outlook for 2011-2016; Nathan Associates inc. own estimates for 2016-2030.
Alternative assumptions regarding future GDP growth are developed and applied in the
alternative scenarios discuss later in this chapter.
Based on the regression model and these GDP projections, Table 4-3 presents the Base
Case forecast of Indonesian international container traffic through 2030. International
containers handled at Indonesian ports are projected to increase from 6.2 million TEU
in 2009 to 10.7 million TEU in 2015 and to reach 15.7 million TEU in 2020. With
continued growth through 2030, the total volume of international containers is
projected to reach 29.4 million TEU that year. In terms of average annual rates of
growth, from 2009 to 2015, the international container volume is projected to increase
at an average rate of 9.5 percent, declining slightly to 8.0 percent from 2015 to 2020
and 6.5 percent from 2020 to 2030.
From 2009 to 2020, Indonesian GDP has been projected to grow at an overall average
rate of 6.5 percent, as compared to the average growth rate of international container
traffic during this period of 8.8 percent. Thus the implicit elasticity of container growth
relative to GDP is 1.35 which is considered to be at the lower end of expected values.
Tanjung Priok in Jakarta is by far the largest container port in Indonesia for handling
international containers, accounting for 50 percent of the national volume. Within
Tanjung Priok, the specialized container terminal of Jakarta International Container
Terminal (JICT) handles only international traffic and accounts for more than 50
percent of the international containers at Tanjung Priok. As can be seen from Table 4-4,
the ratio of TEU per box handled at JICT has remained relatively flat from 2000 through
2009 at a ratio of approximately 1.5. This means that there is roughly an equal
distribution of 20-foot and 40-foot boxes handled at the terminal. It would be
expected that due to the efficiencies and cost-savings achieved with the handling of
40-foot containers, during the forecast period, the ratio of TEU per box would increase
to 1.6 or 1.65 as experienced in other major international container ports. One of the
impediments to the greater use of 40-foot containers is the narrow roads and

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maneuverability issues. Nonetheless, over time, it is expected those impediments

would be removed or mitigated.
Table 4-3 Base Case Forecast of International Container Traffic at Indonesian Ports, 2009-
2030 (TEU)
Year TEU
2009 6,199,333
2010 6,926,383
2011 7,557,376
2012 8,248,675
2013 8,997,260
2014 9,809,023
2015 10,689,382
2016 11,644,330
2017 12,602,702
2018 13,613,965
2019 14,680,035
2020 15,727,137
2021 16,789,736
2022 17,918,258
2023 19,116,975
2024 20,390,444
2025 21,682,352
2026 23,052,639
2027 24,506,338
2028 26,048,815
2029 27,685,799
2030 29,423,403
Average Annual Growth Rate

2009-15 9.5%
2015-20 8.0%
2020-30 6.5%
Source: Nathan Associates Inc.
Table 4-4 Characteristics of Container Traffic at JICT, 2000-2009
Item 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
TEU 1,596,366 1,265,103 1,509,013 1,502,883 1,636,290 1,470,467 1,619,495 1,821,282 1,985,781 1,676,886
Box 1,037,379 842,939 1,013,087 1,002,155 1,133,202 994,352 1,085,977 1,212,584 1,340,898 1,128,040
TEU/ Box 1.54 1.50 1.49 1.50 1.44 1.48 1.49 1.50 1.48 1.49
Source: Prepared by Nathan Associates Inc. from data provided by Pelindo II.
4.2.2 Forecast of Domestic Container Flows
A regression model was also prepared to project the future volume of containers on
Indonesian domestic trade flows. The model consists of a simple regression of number
of domestic TEU as the dependent variable and Indonesias GDP in constant US$ of

47
2000 as the independent variable. The data for Indonesias GDP is the same as that
used for the international container forecast described earlier.
The resulting regression model and the statistical results are presented in Table 4-5.
The model has a correlation coefficient (R-squared) of 86 percent and the Indonesian
GDP variable has t-statistic of 10.4.
Table 4-5 Regression Equation and Statistics for Forecast of Indonesian Domestic Container
Traffic
Regression Statistics
Multiple R 0.926
R Square 0.857
Adjusted R Square 0.849
Standard Error 421,697.504
Observations 20
ANOVA
df SS MS F Significance F
Regression 1 1.91812E+13 1.9181E+13 107.863086 4.97275E-09
Residual 18 3.20092E+12 1.7783E+11
Total 19 2.23821E+13
Coefficients Standard Error t Stat P-value Lower 95% Upper 95%

Intercept (2,635,746) 424,646 (6.21) 0.00 (3,527,894) (1,743,597)
Indonesia GDP 24,376 2,347 10.39 0.00 19,445 29,307
The resulting Base Case forecast of Indonesian domestic container traffic is presented
in Table 4-6. The volume of domestic containers is projected to increase from 2.7
million TEU in 2009 to 6.6 million TEU in 2015 and to reach 10 million TEU by 2020. In
terms of average annual rate of growth, the projection results in an average rate of
15.4 percent from 2009 to 2015, 8.8 percent from 2015 to 2020 and 8.2 percent from
2020 to 2030. The high rate from 2009 to 2015 is due the fact that the volume of
domestic containers in 2009 was at a depressed level. If 2009 had been a typical year,
then the average growth rate from 2009 to 2015 would be around 10 percent.
As mentioned earlier, it is difficult to obtain comprehensive information about the

composition of container traffic in Indonesia. Table 4-7 presents data provided by
Pelindo II for containers handled at its port excluding the JICT terminal. As such, this
data provides an interesting look at the composition of domestic containers handled at
Pelindo II ports. The ports included in this data set are Tanjung Priok (excluding JICT),
Panjang, Palaembang, Teluk Bayer, Pontianak, Banten, Jambi, Sunda Kelapa, Bengalu,
Balam, and Panadan.

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Table 4-6 Base Case Forecast of Domestic Container Traffic at Indonesian Ports, 2009-2030
(TEU)
Year TEU
2009 2,772,205
2010 4,049,710
2011 4,464,208
2012 4,925,705
2013 5,426,651
2014 5,970,863
2015 6,562,567
2016 7,206,449
2017 7,875,719
2018 8,569,475
2019 9,286,609
2020 10,001,951
2021 10,697,024
2022 11,430,326
2023 12,203,960
2024 13,020,144
2025 13,802,939
2026 14,624,873
2027 15,487,904
2028 16,394,086
2029 17,345,578
2030 18,344,644

2009-15 15.4%
2015-20 8.8%
2020-30 6.3%
As can be seen from Table 4-7, tons per TEU at these ports consistently averaged
around 10 tons while the ratio of TEU per box has remained at about 1.24 from 2002
through 2009. This means that the mix of container was roughly 75 percent 20-foot
containers and 25 percent 40-foot containers. The percent of TEU that are empty has
averaged around 20 percent while generally ranging from 15 percent to 25 percent.
For the forecast, we have assumed a national average factor of 10 tons per TEU for
both international and domestic trade flows. While we believe the ratio of TEU per box
will increase somewhat over time, it does not affect the container forecast in this
report that are presented in terms of TEU. The ratio of TEU per box, however, is
significant in assessing port capacity and investment requirements to be presented in
Chapter 5.

49
Table 4-7 Characteristics of Container Traffic at Pelindo II Ports excluding JICT, 2000-2009
Item 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
Tons in containers (000s 12,136 9,991 15,102 16,752 19,819 22,564 21,901 23,645 26,683 26,005
Boxes (000s)
Full 20' 424.8 388.9 660.7 780.9 991.9 1,111.4 1,094.2 1,065.4 1,115.3 1,187.8
Full 40' 209.8 177.3 230.9 259.9 321.9 402.8 370.7 384.6 427.1 424.1
Empty 20' 220.6 155.7 212.6 225.1 239.8 234.1 262.4 345.9 342.4 404.4
Empty 40' 58.4 47.6 60.7 54.4 49.0 56.0 66.2 70.1 74.2 77.6
Total 913.6 769.4 1,164.8 1,320.2 1,602.7 1,804.2 1,793.4 1,866.0 1,959.0 2,093.9
TEUs (000s) 1,180.9 994.2 1,456.4 1,634.4 1,973.6 2,262.9 2,230.3 2,320.6 2,460.4 2,595.7
Tons/TEU 10.3 10.0 10.4 10.2 10.0 10.0 9.8 10.2 10.8 10.0
TEU/Box 1.29 1.29 1.25 1.24 1.23 1.25 1.24 1.24 1.26 1.24
Percent Empty 28.6% 25.2% 22.9% 20.4% 17.1% 15.3% 17.7% 20.9% 19.9% 21.6%
Source: Prepared by Nathan Associates Inc. from data provided by Pelindo II.
The combined container traffic for Indonesian international and domestic trade is
presented in Figure 4-2. Total container traffic is forecast to double from 8.8 million
TEU in 2009 to 17.2 million TEU in 2015 and to reach nearly 26 million TEU by 2020.
This corresponds to an overall annual growth rate of 11.8 percent from 2009 to 2015
and 8.3 percent from 2015 to 2020.
Figure 4-2 Indonesian Base Case Container Forecast for Domestic and International Trade,
2009-2030 (000s TEU)
50,000
000's TEUs
45,000
Domestic
40,000
International
35,000
30,000
25,000
20,000
15,000
10,000
5,000
-
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
Year
The Base Case container forecast indicates the Indonesia will experience sustained high
levels of container traffic growth over the next 10 years. For both domestic and
international trade flows, we believe the forecasted rates of growth are justified taking
into account the following considerations:
Both the Government of Indonesia and independent multilateral organizations
such as the IMF are forecasting real GDP growth for Indonesia of at least 6.5-7.0
percent for the next decade.

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Implementation of economic development corridors will accelerate growth and

also directly affect the volume of container traffic due to
o overall higher GDP growth of at least one percent per year due to accelerated
program
o policies for promoting and facilitating increased value-added will mean that
commodities previously exported in bulk may soon be shifted to further
processed materials and products that are traditionally shipped in containers.
Indonesia has a history of high growth of container traffic dating back to 1990.
There remains substantial potential for domestic general cargo traffic and some
further international general cargo traffic to be shifted to more efficient container
transport.
Favorable demographic conditions means that productive age population will
continue to increase faster than overall population resulting in a larger productive
workforce and lower dependency ratios.
Projected Increases in GDP per capita will generate a burgeoning middleclass that
in the next 10 years could be double or triple in size. The growing middle class will
have greater demand for manufactured and consumer products that are important
determinants of key segments of container traffic.
The confluence of the considerations above are also mutually supporting in some
respects. For example, the policy of shifting to increased value added not only affects
the type of cargo to be traded but also reinforces the growth in GDP and GDP per
capita and the burgeoning middle class.
It is important to note that the container forecasts presented herein do not include any
international transshipment traffic. There are several reasons for this. First, there is no
history of Indonesian ports serving as international container transshipment hubs, as
this business has been dominated by Singapore and Malaysia within the region that are
located on major international trade routes and have efficient port operations
developed for the transshipment market. Second, the focus of the present study is
more on the development requirements of Indonesian ports to support national
economic growth, and as such, on ports that accommodate Indonesian foreign and
domestic trade flows. The development of an international container transshipment
hub in Indonesia should be regarded as a commercial investment decision that should
be implemented with private sector financing if market conditions warrant.
4.3 OTHER CARGO TYPES AND COMMODITY GROUPS
In this section, we present the forecast for other cargo types and commodities handled
at Indonesian ports. Again, the forecasts are presented separately for international
and domestic trade flows.

51
The forecast of other cargo types was not based on regression analysis due to the lack
of adequate time series of port traffic by cargo type. Instead, the forecast has been
prepared taking into consideration national trends in production, consumption and
foreign and domestic trade for each cargo type/ commodity A discussion of the
assumptions and approach used to prepare the forecast of other cargo types and
commodities is presented in the sections below.
Table 4-8 presents the forecast for total cargo handled at Indonesian ports by cargo
type and commodity from 2009 through 2030. Total port traffic is forecast to increase
from 1.0 billion tons in 2009 to 1.3 billion tons in 2015 and 1.5 billion tons in 2020. The
corresponding annual average rate of growth is 4.5 percent from 2009 to 2015 and 3.7
percent from 2015 to 2020. These figures include cargo that is carried in containers.
As can be seen from Table 4-8, the annual growth rates for other cargo types (with
some notable exceptions) are generally less than 5 percent.
4.3.1 General Cargo
As shown in Table 4-8, the growth rates for domestic and international general cargo
traffic are about one-third of those forecast for containers. This reflects the recent
growth rates experienced for international general cargo traffic and the expectation
that there will be further containerization of domestic general cargo. From 2009 to
2015, international general cargo is forecast to increase at an annual rate of 3 percent
while domestic general cargo is forecast at an annual rate of 5 percent. During
subsequent forecast periods, general cargo is still forecast to increase but at further
reduced rates of growth.
4.3.2 Dry Bulk
Within the dry bulk cargo type, we discuss the forecast separately for cement, coal,
iron ore, fertilizer, grains and other dry bulk.
Cement
In 2009, Indonesian cement factories produced 37 million tons of cement, 37 million

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

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Table 4-8 Base Case Forecast of Total Cargo Handled at Indonesian Ports, 2009-2030 (000s
tons)
2009 2015 2020 2030

Type of Trade Type of Trade Type of Trade Type of Trade
Type of cargo Foreign Domestic Total Foreign Domestic Total Foreign Domestic Total Foreign Domestic Total
General Cargo 32,840 110,859 143,699 39,213 148,562 187,775 43,294 180,748 224,043 50,245 242,911 293,155
Container 61,000 27,223 88,222 106,894 65,626 172,519 157,271 100,020 257,291 294,234 183,446 477,680
Dry Bulk 312,852 247,514 560,366 328,918 342,135 671,053 310,318 438,906 749,224 284,436 675,731 960,167
Cement 144 14,941 15,085 6,700 21,925 28,625 8,757 28,655 37,411 14,264 48,947 63,210
Coal 279,303 139,349 418,652 279,303 203,330 482,633 250,000 272,101 522,101 200,000 443,224 643,224
Iron Ore 10,531 91 10,623 13,714 400 14,114 16,686 1,000 17,686 23,537 2,000 25,537
Fertilizer 5,162 30,665 35,828 7,323 39,934 47,257 9,346 48,586 57,932 14,514 68,536 83,050
Grain 3,832 2,343 6,175 4,316 2,639 6,954 4,672 2,885 7,557 5,422 3,348 8,770
Other Dry Bulk 13,879 60,124 74,003 17,562 73,907 91,469 20,858 85,679 106,537 26,700 109,676 136,376
Liquid Bulk 136,723 39,349 176,072 178,042 52,718 230,759 216,653 65,700 282,353 315,952 97,252 413,204
Petroleum & Products 91,110 385 91,495 118,649 501 119,151 144,355 610 144,965 213,681 903 214,584
CPO 22,438 38,485 60,923 30,069 51,574 81,643 37,471 64,271 101,742 55,467 95,136 150,603
Other Liquid Bulk 23,175 479 23,654 29,323 642 29,965 34,827 819 35,646 46,805 1,213 48,017
Total 543,415 424,946 968,361 653,066 609,040 1,262,107 727,537 785,374 1,512,911 944,867 1,199,340 2,144,207
Average annual growth rate (%)

General Cargo - - - 3.0 5.0 4.6 2.0 4.0 3.6 1.5 3.0 2.7
Container - - - 9.8 15.8 11.8 8.0 8.8 8.3 6.5 6.3 6.4
Dry Bulk - - - 0.8 5.5 3.0 (1.2) 5.1 2.2 (0.9) 4.4 2.5
Cement - - - 89.7 6.6 11.3 5.5 5.5 5.5 5.0 5.5 5.4
Coal - - - - 6.5 2.4 (2.2) 6.0 1.6 (2.2) 5.0 2.1
Iron Ore - - - 4.5 27.9 4.9 4.0 20.1 4.6 3.5 7.2 3.7
Fertilizer - - - 6.0 4.5 4.7 5.0 4.0 4.2 4.5 3.5 3.7
Grain - - - 2.0 2.0 2.0 1.6 1.8 1.7 1.5 1.5 1.5
Other Dry Bulk - - - 4.0 3.5 3.6 3.5 3.0 3.1 2.5 2.5 2.5
Liquid Bulk - - -
Petroleum & Products - - - 4.5 4.5 4.5 4.0 4.0 4.0 4.0 4.0 4.0
CPO - - - 5.0 5.0 5.0 4.5 4.5 4.5 4.0 4.0 4.0
Other Liquid Bulk - - - 4.0 5.0 4.0 3.5 5.0 3.5 3.0 4.0 3.0
Total - - - 3.1 6.2 4.5 2.2 5.2 3.7 2.6 4.3 3.5
Source: Prepared by Nathan Associates Inc. as described in text.
In order to increase the utilization rate of the manufacturing plants, Indonesian cement
companies expanded overseas markets after the economic crisis in 1998 and about 7
to 9 million tons of cement/clinker, which were nearly 20 percent of the production
capacity, were annually exported to overseas market. With the increase of the
domestic demand, export volume decreased significantly, and in 2009 the export
volume of cement/clinker dropped to 4 million tons, which were equivalent to 8.4
percent of the total production capacity. Considering these situations surrounding the
Indonesian cement market, JICA study team assumed that 5 percent of the cement
production capacity will be sold to overseas markets in the form of cement and clinker.
Coal
Indonesia is one of the world leading producers of coal and leads the world in exports
of thermal coal. In 2010, coal production in Indonesia totaled 325 million tons, of which
265 million tons were exported and 60 million tons were consumed domestically.
Trends in Indonesian coal production, exports and domestic consumption from 1996 to
2010 is shown in Figure 4-3.

53
Figure 4-3 Indonesian Coal Production, Exports and Domestic Consumption, 1996-2010
(million tons)
The Government of Indonesia has a policy to encourage further consumption of coal as

an energy source as part of its overall energy strategy to diversify from crude
petroleum and petroleum products. Also, the further development of the coal sector in
Indonesia is a priority of the MP3EI. Potential areas of expansion in Central Kalimantan
and inland locations in Sumatera will require development of costly inland
transportation systems. It is expected that until such inland transport systems are
developed, coal production in Indonesia will increase modestly at an annual rate of 2.4
percent. As domestic consumption increases with the implementation of the national
energy policy, Indonesian exports of coal are expected to remain flat or decline slightly.
Obviously, major new investments in inland transport system and coal production will
also require additional port capacity for the shipment of coal. Those considerations are
included in the High Growth traffic scenario.
Iron Ore
Large quantities of iron ore reserves are located in Kalimantan. However, the national
iron ore production is mostly exported and not used in domestic steelmaking as
Indonesia does not currently process iron ore into sponge iron or iron pellet. As such,
and also due to the ferrous content of the iron ore, the domestic steel company PT.
Krakatau Steel imports iron ore from Chile, Brazil and other countries. Hence,
Indonesian port traffic for iron ore is in foreign trade, both for imports and exports.
Iron ore port traffic is forecast to increase at an annual rate of 4.9 percent from 2009
to 2015 and 4.6 percent from 2015 to 2020 reflecting the increased demand for steel

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domestically and the resulting requirement for increased iron ore imports as well as
modest increases in iron ore production and exports. It is possible that, due to the
policy of increasing value added, Indonesia may develop an iron ore processing facility
and shipped exports as pellets or sponge iron. This would remain, however, a dry bulk
cargo.
Fertilizer
The increased use of fertilizer in Indonesian agriculture is a significant component of

the MP3EI plans for increasing yields of Indonesian principal crops. In 2011, Indonesian
production of urea fertilizer is estimated at 7.1 million tons, about 81 percent of the
estimated production capacity of 8.8 million tons. Other major types of fertilizer
produced in Indonesia are ammonia-based products and nitrogen-phosphorous and
potassium (NPK) products.
Information on the number and capacity of Indonesian fertilizer plants in 2010 is

shown in Table 4-9 below, while Figure 4-4 presents the location and capacity of urea
fertilizer plants. Fertilizer port traffic is forecast to increase at an annual rate of 4.7
percent from 2009 to 2015 and by 4.2 percent from 2015 to 2020.
Grains
Grain traffic handled at Indonesian ports consists of foreign imports of wheat and other
grains and domestic shipments of rice, corn and other common crops. The major grain
that is imported is wheat. Presently Indonesian imports a total of about four and a half
million tons of wheat annually, and more than half are passing through Tanjung Priok.
Historical trends of Indonesian import of wheat were obtained by JICA from the FAO
statistics, and its future volume was forecast by a regression model, in which total
population in Indonesia served as a regressor (R=0.90). JICA forecast that Indonesia will
import a total of about 7 million tons of wheat in 2030 as both population and per
capita GDP increase. Currently Indonesias per capita wheat flour consumption is
around 15kg/capita, and the forecast above results in around 20 kg/capita in 2030
compared to 71 kg per capita in Singapore and 40 kg per capita in Malaysia in 2002.

55
Table 4-9 Indonesian Fertilizer Plants and Annual Capacity (000s ton)
Source: Indonesia Fertilizer Producers Association (APPI), Presentation on APPI

Experience, Kota Kinabalu, Malaysia, Dec 8-10, 2009.
Figure 4-4 Indonesian Urea Plants and Annual Capacity, 2010 (000s tons)
Source: Indonesia Fertilizer Producers Association (APPI), Presentation on APPI

Experience, Kota Kinbalu, Malaysia, Dec 8-10, 2009

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Other Dry Bulk
Other dry bulk commodities include other ores and minerals, sand and aggregates used
for construction, chemical products, iron and steel and forestry products. This category
of port traffic is forecast to increase at an average annual rate of 3.6 percent from 2009
to 2015 and 3.1 percent from 2015 to 2020.
4.3.3 Liquid Bulk
Within the liquid bulk cargo type, we discuss the forecast separately for petroleum and
petroleum products, CPO and other liquid bulk.
Petroleum and Petroleum Products
Indonesia is currently a net importer of both crude oil and refined products.
Indonesia's crude oil production has been declining since 1998, due to the maturation
of the country's largest oil fields and failure to develop new, comparable resources.
Indonesia was a member of the Organization of Petroleum Exporting Countries (OPEC)
from 1962 to 2009. In 2004, the country became a net oil importer (see Figure 4-5) and
in January 2009, suspended its OPEC membership.
The Indonesian government announced a basic policy on energy through presidential

decree No. 05 of Year 2006 and Blue Print: National Energy Policy 2006 2025.
According to the government policies, the share of petroleum shall decrease from 54.5
percent in 2005 to 20 percent in 2025 while that of coal shall increase to 33 percent
from 16.8 percent at present. Sales of petroleum in the domestic market and import
volume of petroleum product have been decreasing since 2004.

57
Figure 4-5 Indonesian Crude Oil Production and Consumption, 1999-2009
The Technical Report on the Development of the National Port Master Plan prepared a
forecast of future petroleum port volumes taking into consideration:
Crude oil production has been falling consistently since 1990 and at an escalating
rate in recent years. Although the average rate of decline between 1996 and 2008
was 3.8 percent, yeartoyear declines have been 4 percent to 5 percent in most
recent years. Increasing rates of decline are a common feature in mature oil fields
such as Indonesias. They projected crude oil production to decline at 4 percent a
year between 2009 and 2030.
Crude oil exports have fallen at 6 percent a year over 1996 to 2008 but have been
stable in recent years. We projected these exports to continue to decline, but at a
modest rate of 1 percent a year.
Crude oil imports have been falling slowly in recent years. They projected these
imports to continue to decline at a modest rate of 1 percent a year. Because crude
oil imports are projected to decline at 1 percent a year, we used the same rate of
decline for product exports.
Apparent domestic demand increased slowly between 1996 and 2008, at about 1
percent a year. Indonesian consumption figures from the U.S. Department of
Energy for the same period increased at 2.5 percent a year. Before the oil subsidy
reduction in 2005, typical yeartoyear growth rates in consumption were between
5 percent and 7 percent.
We expect generally a low growth rate in future because of the probable removal
of fuel subsidies and the likely high world price of crude oil in the long term,
perhaps US$100 a barrel in todays dollars. Under these circumstances, petroleum
demand in Indonesia will increase but at a modest rate. The factors affecting
demand will be increasing population and rising per capita incomes. They
estimated that demand will grow at 3.0 percent a year between 2009 and 2030.

TRAFFIC
Crude Palm Oil (CPO)
Indonesia is the largest producer of palm oil in the world with 19.5 million tons in 2009.
Malaysia is a close second at 17.5 million tons in 2009. Together these two countries
account for about 82 percent of global CPO production.
Crude palm oil is an important commodity highlighted in the MP3EI for the economic
corridors of Sumatra and Kalimantan. More than 70 percent of Indonesian CPO
production area is in Sumatra, although in recent years, the production area in
Kalimantan has been growing rapidly.
In 2009, Sumatra had approximately five million hectares of palm oil plantations, of
which 75 percent were mature plantations. However, further expansion of palm oil
plantations in both Sumatra and Kalimantan is limited due to environmental
consideration. Hence, the strategy is to improve palm oil yields that are substantially
below those achieved in Malaysia.
According to the MP3EI report, the low productivity for small holders is primarily
caused by:
Use of low quality seeds. Research shows that the use of higher quality seeds can
increase yields by up to 47 percent from current levels;
Inadequate use of fertilizer due to high prices for fertilizers;
Time between Fresh Fruit Bunches (FFB) to the old mill (above 48 hours) decreases
the productivity of CPO produced.
Given the importance of CPO to the economic corridor goals and objectives for
Sumatra and Kalimantan, it is believed that CPO production and shipments will
increase at an average annual rate of 5.0 percent from 2009 to 2015 and 4.5 percent
from 2015 to 2020, based on the assumption that new areas being brought under
production are limited. The rate of growth for CPO production is thus assumed to be
approximately equal to the long-term growth rate of global CPO demand.
Other Liquid Bulk
Other liquid bulk products include chemical products and other edible oils and
products, such as vegetable oil and molasses. These other liquid bulk products are
shipped as international trade and consist roughly of 60 percent exports and 40
percent imports. Indonesian port traffic of other liquid bulk products is forecast to
increase at an average annual rate of 4.0 percent from 2009 to 2015 and by 3.5 percent
from 2015 to 2020.

59
4.4 ALTERNATIVE TRAFFIC SCENARIOS
In this section, we present the forecasts of Indonesian port traffic through 2030 for
alternative assumptions regarding macroeconomic assumptions for Indonesia and
trade partners. The alternative GDP growth rates used for the three scenarios is
presented in Table 4-10 below.
Table 4-10 GDP Growth Assumptions for Alternative Traffic Scenarios, 2010-2030 (%)
Scenario 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2025 2030
High Growth
Europe 1.7 2.0 2.2 2.3 2.4 2.4 2.5 2.5 2.5 2.5 2.5 2.0 2.0 2.3
US 2.8 3.3 2.9 3.1 3.2 3.4 3.5 3.0 3.0 3.0 3.0 2.7 2.7 2.7
Indonesia 6.1 6.2 7.0 7.1 7.3 7.4 7.5 7.5 7.5 7.5 7.0 7.0 7.0 6.5
China 10.3 10.0 10.0 10.0 10.0 10.0 10.0 8.5 8.5 8.5 8.0 7.5 7.5 7.5
Base Case
Europe 1.7 1.6 1.8 1.8 1.7 1.7 1.7 1.8 1.8 1.8 1.8 2.0 2.0 2.0
US 2.8 2.8 2.9 2.9 2.8 2.8 2.7 2.4 2.4 2.4 2.4 2.4 2.4 2.4
Indonesia 6.1 6.2 6.5 6.6 6.8 6.9 7.0 6.8 6.6 6.4 6.0 5.5 5.5 5.5
China 10.3 9.6 9.5 9.5 9.5 9.5 9.5 8.5 8.5 8.5 7.5 7.5 7.5 7.5
Low Growth
Europe 1.7 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5 1.5
US 2.8 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.0 2.0 2.0 2.0
Indonesia 6.1 6.2 6.0 6.0 6.0 6.0 6.0 5.5 5.5 5.5 5.0 5.0 5.0 4.5
China 10.3 9.6 8.5 8.5 8.5 8.5 8.0 8.0 8.0 8.0 8.0 7.5 7.5 6.5
Using the same regression models as the Base Case Scenario, forecasts of international
and domestic container traffic were prepared after applying the trade-weighted GDP
for each region/ country. As can be seen from Table 4-11, under the High Growth
Scenario total Indonesian container traffic would reach 57 million TEU by 2030 as
compared to 48 million forecasts for the Base Case Scenario and 42 million for the Low
Growth Scenario. Figure 4-6 presents the forecasts for total container trade for the
three scenarios graphically.

TRAFFIC
Table 4-11 Indonesian Container Traffic under Alternative Growth Scenario, 2009-2030
(000s TEU)
Low Growth Base Case High Growth

Year InternationalDomestic Total InternationaDomestic Total InternationaDomestic Total
2009 6.199 2.772 8.972 6.199 2.772 8.972 6.199 2.772 8.972
2010 6.926 4.050 10.976 6.926 4.050 10.976 6.926 4.050 10.976
2011 7.548 4.464 12.012 7.557 4.464 12.022 7.577 4.464 12.041
2012 8.172 4.890 13.062 8.249 4.926 13.174 8.308 4.961 13.269
2013 8.838 5.342 14.180 8.997 5.427 14.424 9.107 5.502 14.609
2014 9.549 5.820 15.370 9.809 5.971 15.780 9.981 6.093 16.073
2015 10.308 6.328 16.636 10.689 6.563 17.252 10.937 6.736 17.673
2016 11.099 6.866 17.965 11.644 7.206 18.851 11.984 7.439 19.423
2017 11.904 7.388 19.293 12.603 7.876 20.478 13.033 8.195 21.228
2018 12.761 7.939 20.701 13.614 8.569 22.183 14.161 9.007 23.168
2019 13.673 8.521 22.194 14.680 9.287 23.967 15.375 9.880 25.255
2020 14.585 9.079 23.664 15.727 10.002 25.729 16.603 10.756 27.359
2021 15.527 9.665 25.191 16.790 10.697 27.487 17.883 11.694 29.577
2022 16.524 10.280 26.804 17.918 11.430 29.349 19.252 12.697 31.949
2023 17.582 10.925 28.508 19.117 12.204 31.321 20.716 13.770 34.486
2024 18.704 11.604 30.307 20.390 13.020 33.411 22.282 14.919 37.201
2025 19.894 12.316 32.209 21.682 13.803 35.485 23.958 16.147 40.106
2026 21.014 12.988 34.003 23.053 14.625 37.678 25.678 17.368 43.046
2027 22.195 13.691 35.887 24.506 15.488 39.994 27.513 18.669 46.182
2028 23.439 14.426 37.865 26.049 16.394 42.443 29.472 20.053 49.525
2029 24.750 15.194 39.944 27.686 17.346 45.031 31.563 21.528 53.091
2030 26.132 15.996 42.128 29.423 18.345 47.768 33.790 23.099 56.889

2009-15 8,8% 14,7% 10,8% 9,5% 15,4% 11,5% 9,9% 15,9% 12,0%
2015-20 7,2% 7,5% 7,3% 8,0% 8,8% 8,3% 8,7% 9,8% 9,1%
2020-30 6,0% 5,8% 5,9% 6,5% 6,3% 6,4% 7,4% 7,9% 7,6%

61
Figure 4-6 Forecast of Indonesian Total Container Traffic under Alternative Growth Scenarios,
2015-2030 (000s TEU)
60,000 Low Growth

000's TEUs
Base Case
50,000
High Growth
40,000
30,000
20,000
10,000
-
2015 2020 2025 2030
Year
Figure 4-7 presents the forecast of total Indonesian traffic by cargo type for the three
scenarios. Total traffic is forecast to reach 2.7 billion tons by 2030 for the High Growth
Scenario as compared to 2.1 billion tons in the Base Case Scenario and 1.8 billion tons
in the Low Growth Scenario.
Figure 4-7 Forecast of Total Indonesian Port Traffic by Cargo Type Under Alternative Growth
Scenarios, 2015-2030 (000s tons)
3,000,000 Dry Bulk

000's tons
Liquid Bulk
2,500,000
Container
2,000,000 General Cargo
1,500,000
1,000,000
500,000
-
Low Base High Low Base High Low Base High
2015 2020 2030
Year
Table 4-12 and Table 4-13 provide further detail regarding the alternative traffic
forecast by cargo type for the High Growth Scenario and Low Growth Scenario,
respectively.

TRAFFIC
Table 4-12 High Growth Scenario Forecast of Total Cargo Handled at Indonesian Ports, 2009-
2030 (000s tons)
2009 2015 2020 2030

Type of Trade Type of Trade Type of Trade Type of Trade
Type of cargo Foreign Domestic Total Foreign Domestic Total Foreign Domestic Total Foreign Domestic Total
General Cargo 32,840 110,859 143,699 40,369 152,858 193,226 46,799 190,488 237,287 59,906 268,703 328,609
Container 61,000 27,223 88,222 109,370 67,360 176,730 166,030 107,560 273,590 337,900 230,990 568,890
Dry Bulk 312,852 255,914 568,766 503,082 346,293 849,375 575,209 449,686 1,024,895 758,098 634,983 1,393,081
Cement 144 14,941 15,085 6,706 22,676 29,382 9,188 30,345 39,533 15,694 53,327 69,021
Coal 279,303 139,349 418,652 314,541 203,330 517,871 330,586 272,101 602,687 365,172 365,681 730,854
Iron Ore 10,531 91 10,623 151,783 400 152,184 198,375 1,000 199,375 323,131 2,479 325,611
Fertilizer 5,162 30,665 35,828 7,532 41,095 48,627 9,845 52,448 62,293 16,036 85,433 101,468
Grain 3,832 2,343 6,175 4,444 2,717 7,161 4,907 3,000 7,907 5,981 3,657 9,638
Other Dry Bulk 13,879 60,124 74,003 18,075 76,076 94,150 22,309 90,791 113,101 32,083 124,406 156,489
Liquid Bulk 136,723 39,349 176,072 184,105 55,769 239,873 231,466 74,563 306,029 360,024 121,407 481,430
Petroleum & Products 91,110 385 91,495 122,097 516 122,612 152,155 643 152,797 236,291 998 237,290
CPO 22,438 38,485 60,923 31,829 54,592 86,421 42,594 73,057 115,651 69,381 119,002 188,383
Other Liquid Bulk 23,175 479 23,654 30,179 661 30,840 36,718 863 37,581 54,352 1,406 55,758
Total 543,415 433,346 976,761 836,925 622,280 1,459,205 1,019,504 822,298 1,841,802 1,515,928 1,256,082 2,772,010
Average annual growth rate (%)

General Cargo - - - 3.5 5.5 5.1 3.0 4.5 4.2 2.5 3.5 3.3
Container - - - 10.2 16.3 12.3 8.7 9.8 9.1 7.4 7.9 7.6
Dry Bulk - - - 8.2 5.2 6.9 2.7 5.4 3.8 2.8 3.5 3.1
Cement - - - 89.7 7.2 11.8 6.5 6.0 6.1 5.5 5.8 5.7
Coal - - - 2.0 6.5 3.6 1.0 6.0 3.1 1.0 3.0 1.9
Iron Ore - - - 56.0 27.9 55.8 5.5 20.1 5.6 5.0 9.5 5.0
Fertilizer - - - 6.5 5.0 5.2 5.5 5.0 5.1 5.0 5.0 5.0
Grain - - - 2.5 2.5 2.5 2.0 2.0 2.0 2.0 2.0 2.0
Other Dry Bulk - - - 4.5 4.0 4.1 4.3 3.6 3.7 3.7 3.2 3.3
Liquid Bulk - - -
Petroleum & Products - - - 5.0 5.0 5.0 4.5 4.5 4.5 4.5 4.5 4.5
CPO - - - 6.0 6.0 6.0 6.0 6.0 6.0 5.0 5.0 5.0
Other Liquid Bulk - - - 4.5 5.5 4.5 4.0 5.5 4.0 4.0 5.0 4.0
Total - - - 7.5 6.2 6.9 4.0 5.7 4.8 4.0 4.3 4.2
Source: Prepared by Nathan Associates Inc. as described in text.

63
Table 4-13 Low Growth Scenario Forecast of Total Cargo Handled at Indonesian Ports, 2009-
2030 (000s tons)
4.5 IMPLICATIONS OF INDONESIAN PORT TRAFFIC FORECAST FOR 2009-2030
The Indonesian port traffic forecast presented in this report has a number of key
implications that need to be considered for the future development of the national
port system. These include:
By 2020 Indonesia container traffic will be more than double 2009 volumes and will
double again by 2030.
New and expanded container terminals are urgently required in many locations.
Increased container volumes will likely lead to a need for new container hub ports
such as in Kuala Tanjung and bulk facilities at Balikpapan/ Maloy5. Feasibility of
development of a new container hub ports needs further study.
Slower growth of dry and liquid bulk traffic means that total cargo tonnage will only
increase by 50 percent by 2020 and another 50 percent by 2030.
5
These container hub ports will more likely serve as domestic container distribution centers to
other Indonesian ports, rather than handle international transshipment containers.

TRAFFIC
Additional bulk port capacity will be needed in some locations and may be
undertaken by the private sector.
The high rates of forecast traffic growth should serve as an important opportunity for
Indonesia to expand and modernize it ports system to meet the coming demand and to
enhance competitiveness with other nations and regions.

65
CHAPTER 5: PORT LOCATION AND DEVELOPMENT PLAN
This chapter presents the investment requirements prepared for Indonesian port
system through 2030. It builds upon the information on historic port traffic and
operational performance presented in Chapter 3 and the projections of port traffic
through 2030 presented in Chapter 4.
5.1 APPROACH AND METHODOLOGY
The approach of estimating Indonesias port sector investment requirements through

2030 using the most rigorous methodology feasible taking into account the quantity
and accuracy of data, port master planning and investment prioritization assignments.
Identification of port development requirement, first of all, will be based on port

capacity aassessment approach. Because of port demand projection in national level,
the port capacity approach is lack of detailed development scheme in individual port
level. Therefore, it will be adopted also port development program proposed by
Pelindo as main port operator in Indonesia, as far as the projects are still in line with
the government policy. The identification of port development requirement will
therefore follow development scenario approach based on government policy.
The government policy which will be considered are: (a) Prioritized Actions for
Connectivity and Port Infrastructure Development to Support the Program of Indonesia
Economic Corridor 2030, (b) Blueprint of Multimodal Transport/ Intermodal
Transportation to support National Logistic System, (c) Strategic port development
target, such as promoting international hub port6 (in Kuala Tanjung, Batam, Bitung or
Sorong ), national heritage port and maritime centre (Sunda Kelapa) and tourism port
(Benoa Bali) and terminal passenger/ cruise ship in Tanah Ampo Bali.
The methodology employed consisted of the following steps listed in Figure 5-1.
5.2 PORT FACILITIES AND CAPACITY ASSESSMENT
In this section, we present an analysis of the capacity of existing facilities at Indonesias

main ports and a comparison of estimated capacity with forecasted traffic through
2030. Physical requirements for additional port facilities are identified and the
corresponding investment requirements are estimated.
6
Subject to further feasibility studies

CHAPTER 5: PORT LOCATION AND
DEVELOPMENT PLAN
Figure 5-1 Investment Requirement Methodology
Step 1 Collect and analyze information on existing and planned port facilities, and separate
terminal
Step 2 Review cargo handling productivity and estimate terminal capacity, and compare with
existing throughput (calculate capacity utilization)
Step 3 Identify potential for productivity improvements over time due to improved operations
and more and higher capacity equipments, and recalculate terminal capacity based on
assumed productivity increases.
Step 4 Estimate additional facilities based on projected port demand and recalculated port
capacity.
Step 5 Identification of port development requirement, by combining the estimation additional

port facilities based on capacity approach, and the port development scenario proposed
by port operator, and accommodating the action plan specified on Sislognas blueprint
and MP3EI document.
Step 6 Estimate investment required for identified port development (in specific development
phase), using unit cost for construction of main port facilities or unit cost based port
capacity. Allocate also investment requirement for other small ports.
Step 7 Estimate indicative funding requirement, by identify potential for private sector
investment (i.e. commercial terminal) and requirement for public investment (other
terminal, basic infrastructures, lands)
As described in Chapter 4, international and domestic container traffic is projected to

experience the highest rate of growth during the forecast period through 2030. As
such, the principal focus of this chapter is on assessing the investment requirements
for expanded and new container facilities. However, in order to have a complete
profile of Indonesias port sector investment requirements, the; requirements for CPO,
petroleum and other cargoes are summarized incorporated from the DWA analysis
presented in IndII 2010 Technical Report on the Development of the National Port
Master Plan.
5.2.1 Container and General Cargo Port Facilities
The NPMP Revision Team collected information on container and general cargo port
facilities from several sources. The primary source was an inventory of port facilities
provided by DGST, organized by region and province. This inventory included current
data on berth length and depth for each port and specific facilities within the port.
Other information was obtained from a 2006 compendium of information on
Indonesias main ports and summaries for 26 ports presented by DWA in the 2010 IndII
Technical Report on the Development of the National Port Master Plan.

67
We compiled and compared information on general cargo and container terminal berth
length and depth; however, information on depth did not appear up-to-date or
accurate and was not used in the analysis.
Table 5-1 presents information collected on container and general cargo facilities at 22
main Indonesian container ports. The ports are grouped by region that corresponds to
economic development corridors used in the MP3EI.
Table 5-1 Container and General Cargo Berth Facilities at Selected Indonesian Ports, 2011
(meters)
Container General Cargo

Region and port TPK Conventional o Conventional Total
North Sumatera
Belawan/Kuala Tanjung 850 242 2,180 3,272
Teluk Bayur 222 - 838 1,060
Pekanbaru - 181 181 362
Batam - 428 1,714 2,142
West Kalimantan
Pontianak 405 - 422 827
South Sumatera
Palembang 266 - 475 741
Panjang 848 532 1,380
Jambi - 88 350 438
East-South Kalimantan
Balikpapan - 98 491 589
Samarinda - 234 703 937
Banjarmasin 240 - 625 865
South Sulawesi
Makassar 850 210 735 1,795
Java
Tg. Perak 1,870 235 7,281 9,385
Tg. Emas 495 494 577 1,566
Tg. Priok 3,308 800 5,845 9,953
Bali- NT
Benoa - 41 206 247
The East
Bitung 225 - 1,187 1,412
Jayapura - 86 128 214
Merauke - 102 152 254
Ambon - 58 851 909
Pantoloan - 30 573 603
Sorong - 85 226 310
Total above ports 9,579 3,411 26,272 39,261
Source: Nathan Associates Inc. as described in text.

DEVELOPMENT PLAN
There are 11 Indonesian ports that have specialized container terminals with total
berth length of 9.6 km. Another 3.4 km of conventional berths are estimated to be
used at the main Indonesian container ports listed in Table 5-2. Those ports also have
conventional berths for general cargo that total 26.3 km.
Tanjung Priok has the most berth facilities dedicated to container operations at 3,308
m followed by Tanjung Perak at 1,870 m. The ports of Belawan, Makassar and Panjang
each have approximately 860 m of berths of specialized container terminals.
These 22 ports handled 8.7 million TEU in 2009 or 98 percent of Indonesias total
container traffic. The location of each port and the container traffic volumes for 2009
and forecast through 2030 is presented graphically in Figure 5-2. The forecast of
general cargo and container traffic from 2009 to 2030 is also shown in Table 5-2.
Table 5-2 General Cargo and Container Traffic Forecast at Main Indonesian Container Ports,
2009-2030 (Base Scenario)
GenCar (000 tons) Container (000 TEU)

Region and port 2009 2015 2020 2030 2009 2015 2020 2030
North Sumatera
Belawan/Kuala Tanjung 4,062.8 5,309.0 6,334.4 8,288.4 888.4 1,737.3 2,591.0 4,810.4
Teluk Bayur 927.4 1,211.8 1,445.9 1,891.9 42.1 82.3 122.7 227.7
Pekanbaru 229.7 300.2 358.2 468.7 73.1 143.0 213.3 396.0
Batam 2,305.8 3,013.0 3,594.9 4,703.9 104.2 203.7 303.8 564.0
West Kalimantan
Pontianak 338.8 442.7 528.2 691.1 99.2 194.1 289.4 537.4
South Sumatera
Palembang 296.1 386.9 461.7 604.1 62.0 121.2 180.8 335.7
Panjang 760.4 993.7 1,185.6 1,551.3 301.7 590.0 880.0 1,633.7
Jambi 140.8 183.9 219.5 287.2 32.0 62.5 93.2 173.0
Balikpapan 924.7 1,208.3 1,441.7 1,886.4 38.1 74.5 111.1 206.2
Samarinda 639.0 835.0 996.3 1,303.7 95.0 185.9 277.2 514.6
Banjarmasin 809.4 1,057.6 1,261.9 1,651.2 118.0 230.8 344.1 638.9
South Sulawesi
Makassar 1,166.1 1,523.8 1,818.1 2,379.0 456.2 892.0 1,330.4 2,469.9
Java
Tg. Perak 3,763.7 4,918.1 5,867.9 7,678.1 1,744.3 3,411.1 5,087.2 9,444.7
Tg. Emas 703.9 919.8 1,097.4 1,436.0 575.2 1,124.9 1,677.6 3,114.6
Tg. Priok 6,686.0 8,736.7 10,424.1 13,639.8 3,922.8 7,671.0 11,440.4 21,239.9
Bali- NT
Benoa 10.0 13.0 15.6 20.3 5.7 11.2 16.7 31.0
The East
Bitung 1,043.2 1,363.1 1,626.5 2,128.3 62.6 122.3 182.5 338.8
Jayapura 63.7 83.3 99.4 130.0 27.8 54.4 81.1 150.5
Merauke 100.8 131.7 157.2 205.7 10.1 19.8 29.5 54.8
Ambon 307.4 401.6 479.2 627.8 15.2 29.8 44.4 82.5
Pantoloan 10.9 14.3 17.0 22.3 3.4 6.6 9.9 18.4
Sorong 319.3 417.3 497.8 651.4 22.0 42.9 64.0 118.9
Total above ports 25,610 33,465 39,929 52,247 8,699 17,011 25,370 47,102

69
Figure 5-2 Location and Forecasted Container Traffic at Main Indonesian Container Ports, 2009-2030 (TEU)

DEVELOPMENT PLAN
Port Productivity Factors
The common methodology for calculating capacity of container terminals is based on

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

71
utilization beyond a certain level, whether of the berth or the yard, usually results in
congestion and lower operational performance and level of service to terminal users.
This in turn would result in increasing the waiting times of ships and trucks along with
overall system cost.
Table 5-3 presents an outlook for berth capacity indicators developed by Nathan
Associates Inc. taking into account industry trends and expected developments for
container ports worldwide.
Table 5-3 Container Terminal Berth Capacity Indicators, 2009-2025
Berth Depth Berths Design Berth Berth-m

Length Alongside per Ship Capacity Capacity
Year Type of Berth (m) (m) Terminal (TEU) (TEU/ Berth) (TEU/m)
2009 Multipurpose 150 10-11 2 1,000 100,000 667
2009 Sub Panamax 250 12 3 3,000 350,000 1,400
2012 Panamax 280 14 3 4,500 450,000 1,607
2012 Panamax 280 14 4 4,500 495,000 1,768
2014 Post Panamax I 300 15 3 5,700 500,000 1,667
2014 Post Panamax I 300 15 4 5,700 550,000 1,833
2017 Post Panamax II 350 16 4 8,000 700,000 2,000
2025 Post Panamax III 400 16-18 4 12,000 1,000,000 2,500
For this report, the approach used to estimate port capacity for this report is based on
an overall factor for throughput per meter of berth. The productivity factor is affected
by a number of variables, including:
Volume of containers or general cargo handled;
Composition of traffic between international and domestic trades;
Size and type of vessels served;
Adequacy of space available in container yard or dock area/ storage facilities;
Capacity and quantity of cranes and other handling equipment;
Training and operational performance of operators;
Traffic flow and level of congestion in and near port;
Hours worked;
Increased use of 40-foot containers.
It is not possible to account for the variability of all of these factors for all of the ports
assessed in this report. However, from observations of port the performance in
Indonesia and elsewhere, the overall productivity of ports often falls into discrete
categories based on the size and type of the terminals analyzed. This is because often a
number of the above factors are inter-related and mutually supporting. For example
the greater volume of traffic and the larger vessels will tend to call at ports that are
capable of accommodating them. Thus the type and quantity of cranes and other cargo

DEVELOPMENT PLAN
handling equipment is correlated to the type and size of terminal. Similarly, the training
and operating performance of port operators is frequently correlated to the volume of
port traffic.
The productivity factors presented in Table 5-4 are based on experience in Indonesia as
developed from the following sources:
DWA, 2010 IndII Technical Report on the Development of the National Port Master
Plan;
JICA, Study on the Development of Domestic Sea Transportation and Maritime
Industry in the Republic of Indonesia (STRAMINDO), March 2004;
Nathan Associates experience in Indonesia and other similar ports worldwide.
The resulting productivity factors were calibrated with actual 2009 port throughputs to
reflect the level of port utilization for various types and sizes of Indonesian ports.
Table 5-4 Assumed Indonesian Port Productivity Factors by Type of Facility, 2009-2030
Type of cargo and terminal 2009 2015 2020 2030
Containers (TEU/ m of berth)

Specialized Terminal
Tanjung Priok 1,250 1,625 2,031 2,031
Other ports over 750,000 TEU 1,000 1,300 1,625 1,625
Other ports 300,000-750,000 TEU 750 975 1,219 1,219
Other ports under 300,000 TEU 650 845 1,056 1,056
Conventional Terminal 500 650 813 813
General cargo (tons/ m of berth) 1,800 2,520 3,528 4,939

We have incorporated improvements in the productivity factors over time. This is to

reflect:
projected increases in traffic volumes;
increased vessel sizes;
provision of higher capacity cranes and more overall cargo-handling equipment;
improved training and performance of operators.
Container productivity is assumed to improve by 30 percent between 2009 and 2015

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

73
container terminal has an assumed productivity in 2030 of over 20 thousand tons per
meter of berth.
Container Capacity and Requirements for Additional Capacity
We have applied the port productivity factors described in the section above to the
estimates of existing meters of berth by type at each of the 22 main container ports.
The results are presented in Table 5-5.
The analysis indicates that many of Indonesias main port are approaching the limits of
their effective capacity given current productivity factors. For containers, the ports of
Belawan, Tanjung Emas, Tanjung Perak, Tanjung Priok are each operating at around 90
percent of effective capacity, while the ports of Pekanbaru and Samarinda, are each
operating at around 80 percent of effective capacity.
With the exceptions of Balikpapan and Belawan, general cargo operations generally
have sufficient or excess capacity.

DEVELOPMENT PLAN
Table 5-5 Capacity Analysis for Main Indonesian Container Ports, 2009
Container General Cargo

TPK Conventional Total Container Conventional
Region and port Length TEU/ m Capacity Length TEU/ m Capacity Total Capacity Length Tons/ m Capacity Capacity
(000 teu) (000 teu) Capacity Utiliz. % (000 tons) Utiliz. %
(000 teu)
North Sumatera
Belawan/Kuala Tanjung 850 1,000 850 242 500 121 971 91% 2,180 1,800 3,924 104%
Teluk Bayur 222 650 144 - 500 - 144 29% 838 1,800 1,508 61%
Pekanbaru - 650 - 181 500 91 91 81% 181 1,800 326 71%
Batam - 650 - 428 500 214 214 49% 1,714 1,800 3,084 75%
West Kalimantan
Pontianak 405 650 263 - 500 - 263 38% 422 1,800 760 45%
South Sumatera
Palembang 266 650 173 - 500 - 173 36% 475 1,800 855 35%
Panjang 848 650 551 500 - 551 55% 532 1,800 958 79%
Jambi - 650 - 88 500 44 44 73% 350 1,800 631 22%
East-South Kalimantan 650 500 1,800
Balikpapan - 650 - 98 500 49 49 78% 491 1,800 884 105%
Samarinda - 650 - 234 500 117 117 81% 703 1,800 1,265 51%
Banjarmasin 240 650 156 - 500 - 156 76% 625 1,800 1,125 72%
South Sulawesi
Makassar 850 750 638 210 500 105 743 61% 735 1,800 1,323 88%
Java
Tg. Perak 1,870 1,000 1,870 235 500 117 1,987 88% 7,281 1,800 13,105 29%
Tg. Emas 495 750 371 494 500 247 618 93% 577 1,800 1,038 68%
Tg. Priok 3,308 1,250 4,135 800 500 400 4,535 87% 5,845 1,800 10,521 64%
Bali- NT
Benoa - 650 - 41 500 21 21 28% 206 1,800 371 3%
The East 650 500 1,800
Bitung 225 650 146 - 500 - 146 43% 1,187 1,800 2,137 49%
Jayapura - 650 - 86 500 43 43 65% 128 1,800 231 28%
Merauke - 650 - 102 500 51 51 20% 152 1,800 274 37%
Ambon - 650 - 58 500 29 29 53% 851 1,800 1,533 20%
Pantoloan - 650 - 30 500 15 15 23% 573 1,800 1,031 1%
Sorong - 650 - 85 500 42 42 52% 226 1,800 406 79%
Total above ports 9,579 971 9,298 3,411 500 1,705 11,003 79% 26,272 1,800 47,289 54%
Tables 5-6 through 5-8 present the capacity analysis for the main Indonesian container
ports for 2015, 2020, and 2030, respectively. By 2015, the growth in forecasted
container traffic results seven Indonesian port requiring additional capacity.
The largest increase is needed for Tanjung Priok that will need to increase capacity by
1.8 million TEU and Tanjung Perak that will need to add 0.8 million TEU of capacity 7.
Belawan/Kuala Tanjung will also require a substantial capacity increase of 0.4 million
7
While the names of the existing ports are used to identify the areas where additional
container capacity is needed, the capacity may well be provided by the development and
construction of a new port in the area. However, the location of new ports will be
determined by a masterplan study that looks at several alternatives. Master plan studies for
specific ports arebeyond the scope of this present study.

75
TEU. In terms of meters of berth, Tanjung Priok will require an additional 1,200 m;
Tanjung Perak, 800 m; and Belawan/Kuala Tanjung 400 m 8.
The ports of Tanjung Emas, Banjarmasin and Pekanbaru will also need to add container
capacity in 2015; however, it seems likely that this could be accomplished by
converting some under-utilized conventional general cargo berths for container
operations. This is typically done by demolishing warehouses and sheds on the quay,
strengthening the quay for mobile cranes and adding ancillary container handling
equipment. It should be noted, that for this report, an engineering assessment of the
feasibility of converting general cargo berths for container operations has not been
conducted.
The capacity analysis for 2020 shown in Table 3-7 assumes that the additional capacity
needed for 2015 had been provided. It then shows that with the continued robust
growth of container traffic, six ports again will need to expand container capacity to
meet demand. As in 2015, the ports of Tanjung Priok, Tanjung Perak, Belawan/Kuala
Tanjung and Tanjung Emas will need to bring on-line new container berths. In addition,
the ports of Pekanbaru and Balikpapan will each now need to add a new berth of a t
least 200 m.
By 2030, 16 of Indonesian main container ports will need to provide additional

capacity. This includes accommodation for 9.4 million TEU at Tanjung Priok, 4.3 million
TEU at Tanjung Perak 1.9 million TEU at Belawan/Kuala Tanjung and 0.9 million TEU at
Makassar.
8
While the requirements for capacity expansion are expressed here in terms of meters of berth,
there will also need to be additional yard capacity and cargo handling equipment provided.
These elements are included in the unit investment costs presented later in this chapter.

DEVELOPMENT PLAN
Container General Cargo Additional

TPK Conventional Total Cont. Conventional Cont. Capacity
Region and port Length TEU/ m Capacity Length TEU/ Capacity Total Capacity Capacity Length Tons/ Capacity Capacity TEU Berth
(000 teu) m (000 teu) (000 teu) Utiliz. % m (000 tons) Utiliz. % (000s) (m)
North Sumatera
Belawan/Kuala Tanjung 850 1300 1,105 242 650 157 1,262 138% 2,180 2,520 5,493 97% 475 400
Teluk Bayur 222 845 188 - 650 - 188 44% 838 2,520 2,112 57% - -
Pekanbaru - 845 - 217 650 141 141 101% 145 2,520 365 82% 2 36
Batam 845 - 428 650 278 278 73% 1,714 2,520 4,318 70% - -
West Kalimantan
Pontianak 405 845 342 - 650 - 342 57% 422 2,520 1,063 42% - -
South Sumatera
Palembang 266 845 225 - 650 - 225 54% 475 2,520 1,197 32% - -
Panjang 848 975 827 - 650 - 827 71% 532 2,520 1,341 74% - -
Jambi - 845 - 88 650 57 57 110% 350 2,520 883 21% 6 -
East-South Kalimantan 845 650 2,520
Balikpapan - 845 - 98 650 64 64 117% 491 2,520 1,238 98% 11 -
Samarinda - 845 - 234 650 152 152 122% 703 2,520 1,771 47% 34 200
Banjarmasin 240 845 203 156 650 102 304 76% 469 2,520 1,181 90% - 156
South Sulawesi
Makassar 850 1300 1,105 210 650 137 1,242 72% 735 2,520 1,852 82% - -
Java
Tg. Perak 1,870 1300 2,431 235 650 152 2,583 132% 7,281 2,520 18,347 27% 828 800
Tg. Emas 495 1300 644 687 650 446 1,090 103% 384 2,520 969 95% 35 192
Tg. Priok 3,308 1625 5,376 800 650 520 5,896 130% 5,845 2,520 14,729 59% 1,776 1,200
Bali- NT
Benoa - 845 - 41 650 27 27 42% 206 2,520 519 3% - -
The East 845 650 2,520
Bitung 225 845 190 - 650 - 190 64% 1,187 2,520 2,991 46% - -
Jayapura - 845 - 86 650 56 56 98% 128 2,520 324 26% - -
Merauke - 845 - 102 650 66 66 30% 152 2,520 384 34% - -
Ambon - 845 - 58 650 37 37 80% 851 2,520 2,146 19% - -
Pantoloan - 845 - 30 650 20 20 34% 573 2,520 1,444 1% - -
Sorong - 845 - 85 650 55 55 78% 197 2,520 497 84% - -
Total above ports 3,165 2,985

77
Container General Cargo Additional Cont.

TPK Conventional Total Cont. Conventional Capacity
Region and port Length TEU/ m Capacity Length TEU/ m Capacity Total Capacity Length Tons/ m Capacity Capacity TEU Berth
(000 teu) (000 teu) Capacity Utiliz. % (000 tons) Utiliz. % (000s) (m)
(000 teu)
North Sumatera
Belawan/Kuala Tanjung 1,250 1,625 2,031 242 813 197 2,228 116% 2,180 3,528 7,690 82% 363 400
Teluk Bayur 222 1,056 234 - 813 - 234 52% 838 3,528 2,956 49% - -
Pekanbaru - 1,056 - 217 813 176 176 121% 145 3,528 511 70% 37 200
Batam - 1,056 - 428 813 348 348 87% 1,714 3,528 6,046 59% - -
West Kalimantan
Pontianak 405 1,056 428 - 813 - 428 68% 422 3,528 1,489 35% - -
South Sumatera
Palembang 266 1,056 281 - 813 - 281 64% 475 3,528 1,676 28% - -
Panjang 848 1,625 1,378 - 813 - 1,378 64% 532 3,528 1,877 63% - -
Jambi - 1,056 - 88 813 71 71 131% 350 3,528 1,236 18% 22 -
East-South Kalimantan 1,056 813 3,528
Balikpapan - 1,056 - 98 813 79 79 140% 491 3,528 1,733 83% 32 200
Samarinda 200 1,056 211 234 813 190 402 69% 703 3,528 2,479 40% - -
Banjarmasin 240 1,056 254 156 813 127 380 90% 469 3,528 1,654 76% - -
South Sulawesi
Makassar 850 1,625 1,381 210 813 171 1,552 86% 735 3,528 2,593 70% - -
Java
Tg. Perak 2,670 1,625 4,339 235 813 191 4,529 112% 7,281 3,528 25,686 23% 558 400
Tg. Emas 495 1,625 804 687 813 558 1,362 123% 384 3,528 1,356 81% 315 200
Tg. Priok 4,508 2,031 9,157 800 813 650 9,807 117% 5,845 3,528 20,621 51% 1,634 1,000
Bali- NT
Benoa - 1,056 - 41 813 33 33 50% 206 3,528 727 2% - -
The East 1,056 813 3,528
Bitung 225 1,056 238 - 813 - 238 77% 1,187 3,528 4,188 39% - -
Jayapura - 1,056 - 86 813 70 70 117% 128 3,528 453 22% 12 -
Merauke - 1,056 - 102 813 83 83 36% 152 3,528 538 29% - -
Ambon - 1,056 - 58 813 47 47 95% 851 3,528 3,004 16% - -
Pantoloan - 1,056 - 30 813 24 24 40% 573 3,528 2,021 1% - -
Sorong - 1,056 - 85 813 69 69 93% 197 3,528 696 71% - -

DEVELOPMENT PLAN
Container General Cargo Additional Cont.

TPK Conventional Total Cont. Conventional Capacity
Region and port Length TEU/ m Capacity Length TEU/ m Capacity Total Capacity Length Tons/ m Capacity Capacity TEU Berth
(000 teu) (000 teu) Capacity Utiliz. % (000 tons) Utiliz. % (000s) (m)
(000 teu)
North Sumatera
Belawan/Kuala Tanjung 1,650 1,625 2,681 242 813 197 2,878 167% 2,180 4,939 10,766 77% 1,932 1,200
Teluk Bayur 222 1,056 234 - 813 - 234 97% 838 4,939 4,139 46% - -
Pekanbaru 200 1,219 244 217 813 176 420 94% 145 4,939 715 66% - -
Batam - 1,219 - 428 813 348 348 162% 1,714 4,939 8,464 56% 216 200
West Kalimantan
Pontianak 405 1,219 494 - 813 - 494 109% 422 4,939 2,084 33% 44 200
South Sumatera
Palembang 266 1,056 281 - 813 - 281 119% 475 4,939 2,346 26% 55 200
Panjang 848 1,625 1,378 - 813 - 1,378 119% 532 4,939 2,628 59% 256 200
Jambi - 1,056 - 88 813 71 71 243% 350 4,939 1,731 17% 102 200
East-South Kalimantan 1,056 813 4,939
Balikpapan 200 1,056 211 98 813 79 291 71% 491 4,939 2,426 78% - -
Samarinda 200 1,219 244 234 813 190 434 119% 703 4,939 3,471 38% 81 200
Banjarmasin 240 1,219 293 156 813 127 419 152% 469 4,939 2,315 71% 219 200
South Sulawesi
Makassar 850 1,625 1,381 210 813 171 1,552 159% 735 4,939 3,630 66% 918 600
Java
Tg. Perak 3,070 1,625 4,989 235 813 191 5,179 182% 7,281 4,939 35,960 21% 4,265 2,800
Tg. Emas 695 1,625 1,129 687 813 558 1,687 185% 384 4,939 1,899 76% 1,427 1,000
Tg. Priok 5,508 2,031 11,188 800 813 650 11,838 179% 5,845 4,939 28,870 47% 9,402 4,800
Bali- NT
Benoa - 1,056 - 41 813 33 33 93% 206 4,939 1,017 2% - -
The East 1,056 813 4,939
Bitung 225 1,056 238 - 813 - 238 143% 1,187 4,939 5,863 36% 101 200
Jayapura - 1,056 - 86 813 70 70 216% 128 4,939 634 21% 81 200
Merauke - 1,056 - 102 813 83 83 66% 152 4,939 753 27% - -
Ambon - 1,056 - 58 813 47 47 176% 851 4,939 4,205 15% 36 200
Pantoloan - 1,056 - 30 813 24 24 75% 573 4,939 2,829 1% - -
Sorong - 1,056 - 85 813 69 69 173% 197 4,939 975 67% 50 200

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5.3 STRATEGIC PORT DEVELOPMENT PLAN IDENTIFIED BY GOVERNMENT AND
PELINDOS
As stated in Section 5.2, the identification of port development requirement was

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

Prioritized Actions for Connectivity and Port Infrastructure Development to Support
the Program of Indonesia Economic Corridor 2030,
Blueprint of Multimodal Transport / Intermodal Transportation to support National
Logistic System,
Strategic port development target, such as promoting international hub port (in
Kuala Tanjung, Batam, Bitung or Sorong), national heritage port and maritime
centre (Sunda Kelapa) and tourism port (Benoa Bali) and terminal passenger/ cruise
ship in Tanah Ampo Bali.
The location of these strategic ports within the economic development corridors is
presented in Appendix B.
Figure 5-3 through 5-8 provides a summary of the port planning parameters and
strategies for port devlopemts in each of the six economic development corridors
through 2030. The summary includes forecasts of port traffic by type of cargo, design
ships and productivity targets, strategic investments and key port business enterprises.
These planning parameters and strategies were used to identify specific port
development requiriements for the strategic ports.
The port development requirements based theseplanning parameters and strategies

are presented in Appendix C for the 100 strategic ports.

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

81
Figure 5-4 Java Economic Development Corridor: Port Planning Parameters and Strategies through 2030

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

83
Figure 5-6 Bali and Nusa Tenggaraa Economic Development Corridor: Port Planning Parameters and Strategies through 2030

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

85
Figure 5-8 Papua Kepulauan Maluku Economic Development Corridor: Port Planning Parameters and Strategies through 2030

DEVELOPMENT PLAN
5.4 NATIONAL PORT DEVELOPMENT PLAN
This section describes determination of investment requirements based on port

development plans indicated in Sections 5.2 and 5.3 and unit investment cost as stated
below.
5.4.1 Unit Investment Costs
In this section, we first estimate unit investment costs for container port development
and construction followed by the presentation of investment requirements by port and
time period.
For this report, we have adopted the unit costs for container terminal development
and construction presented in the DWA 2010 IndII Technical Report on the
Development of the National Port Master Plan. For that study, DGST developed rough
cost estimates for the developments identified as being required for the major cargoes
and ports. Costs were estimated for each port terminal facility (including
directlyrelated infrastructure) for each port and cargo category by developing
measures of physical requirements for port terminal facilities and applying unit
construction costs. The unit costs were from the DGST records of construction costs
from past projects and were cross checked with some international unit costs from
recent projects. The values are presented in constant US dollars of 2010.
The differentiation in unit costs for specific ports resulted in the range of unit cost
estimates shown In Table 5-9. As can be seen, the cost of land acquisition varies from a
low of US$ 50,000 per hectare for Pelabuhan Ratu, a small fishing village in West Java,
to US$ 500,000 per hectare for Tangerang near Jakarta. A major factor is the cost of
reclamation that varies from US$ 100,000 per hectare in Palembang to US$ 5 million
per hectare in Tanjung Perak.
Container handling and equipment unit costs shown in Table 5-8 are for a package of
equipment including gantry cranes and associated yard equipment.

87
Table 5-6 Range of Unit Cost Estimates for Container Terminal Development and Construction
(US$ of 2010)
No Description Unit Min Max

1 Preparation & Earth Work
Land Acquisition Ha 50,000 500,000
Reclamation Ha 100,000 5,000,000
Break Water m 1,000 100,000
Dredging m3 7 8
2 Quay Side
Concrete Slab m2 2,500 2,500
Approach Trestle m2 15,000 15,000
Trestle, 1 Unit m2 2,500 2,500
Jetty/Wharf m2 2,000 5,000
Dolphin m2
3 Storage and Pavement
Pavement Ha 500,000 500,000
4 Buildings m2 300 300
5 Handling Equipment unit 8,000,000 16,300,000
Total Cost
Source: IndII, 2010 Technical Report on the Development of
the National Port Master Plan.
The corresponding calculation of total direct unit cost per meter of berth for
development and construction of container terminals is summarized in Table 5-9.
These were calculated by dividing the total investment cost by the meters of berth
constructed. Due to the cost of land reclamation, the highest total unit cost per meter
of berth is at Tanjung Perak at US$ 872,000 per m followed by Balikpapan at US$
832,000. Most other ports have total unit investment costs in the range of US$ 400,000
to US$ 600,000 per meter of berth. For ports that did not have specific investment
costs estimates, unit costs were used from the reference port as shown in Table 5-10.

DEVELOPMENT PLAN
Table 5-7 Unit Investment Cost for Indonesian Container Terminal Development (US$
000 of 2010)
Reference Cost per m

Region and Port port of berth
North Sumatera
Belawan/Kuala Tanjung Belawan 546
Teluk Bayur Belawan 546
Pekanbaru Belawan 546
Batam Belawan 546
West Kalimantan Belawan 546

Pontianak Pontianak 501
South Sumatera
Palembang Palembang 771
Panjang Panjang 400
Jambi Panjang 400
Balikpapan Balikpapan 832
Samarinda Pontianak 501
Banjarmasin Banjarmasin 602
South Sulawesi
Makassar Makasar 499
Java
Tg. Perak Tg. Perak 872
Tg. Emas Tg. Priok 610
Tg. Priok Tg. Priok 610
Bali- NT
Benoa Tg. Perak 872
The East
Bitung Bitung 656
Jayapura Sorong 407
Merauke Sorong 407
Ambon Ambon 439
Pantoloan Bitung 656
Sorong Sorong 407
5.4.2 Investment Requirements
In this section, we present a summary of Indonesian port investment requirements for

all cargo types through 2030. This is followed by a discussion of short-term
improvements that can be implemented for Tanjung Priok and Tanjung Perak to relieve

89
near-term capacity constraints before additional berths and terminals are constructed
ad operational.
The estimates of container investment requirements are based on those presented in

Chapter 3, while those for other cargo types are extracted from the DWA, 2010 IndII
Technical Report on the Development of the National Port Master Plan. To determine
total port investment requirement, port development program proposed by Pelindo
and the government plan are also considered, which consistent with the government
strategy as stated in Section 5.3.
Table 5-8 provides the detailed breakdown of the total port investment requirement
through 2030 by region and port as well as type of cargo. Figure 5-2 depicts the
distribution of port sector investment requirements by economic corridor and period,
while Figure 5-3 shows the distribution of port sector investment requirements by
economic corridor and type of facility.
Annex C provides the detailed breakdown of the total port investment requirement
through 2030 by economic corridor and port as well as type of port facilities. Total
investment of US$ 47,064 billion consist of US$ 12,212 billion (2011-2015), US$ 12,389
billion (2016-2020) and US$ 22.464 billion (2021-2030).
5.5 PORT SECTOR FINANCING
It is estimated that about 68 percent of the total investment in new Indonesian port
facilities could be provided by the private sector under long-term concession
arrangements, mainly for commercial port terminal such as container terminal, bulk
terminal and other commercial port facilities. The remaining 32 percent of the
investment for land provision, common port infrastructure such as channel deepening
and breakwaters, provision of uncommercial port terminal, rehabilitation and
development of new small ports, will need to be provided by the public sector. Table 5-
12 provides an indication of the amount of funding that may need to be generated by
the private and public sectors during the 2011-2030 periods.
Indonesia will have to mobilize somewhere between US$ 40-50 billion in port sector
financing in order to meet the requirements for developing necessary port capacity
through 2030. It is clear that the majority of the financing will have to be generated by
the private sector. Public sector investment will need to be targeted towards strategic
investment that can leverage private sector funding or provide port infrastructure for
common use that should not be under the control of the private sector, such as port
access channels and breakwaters. In this chapter, we examine options for generating
private sector and public sector financing for port sector development.

DEVELOPMENT PLAN
Table 5-8 Port Sector Investment by Economic Corridor and Port Facility 2011-2030 and Total
2011-2030 (US$ million, 2011)
Note: *) Other terminal: conventional (general cargo) terminal, car terminal, multipurpose
terminal and passanger terminal.

91
Figure 5-2 Port Sector Investment by Economic Corridor and Period (US$ million)
Figure 5-3 Port Sector Investment by Economic Corridor and Type of Port Facility 2011-2030
(US$ million)

DEVELOPMENT PLAN
Table 5-9 Indicative Funding Requirements by Private and Public Sector for Development of
Port Facilities, 2011-2030
Remark:
1. Government/public sector finacing for land, basic infrastructure, non-
commercial terminal, rehabilitation/development new small ports. Whereas
provate sector financing is for commercial port terminal;
2. Part of 2011-2015 private sector funding of US$ 12.212 million is by SOE
(Pelindos) which is amount US$ 3.521 millions. The figure exclude investment
for land and basic infrastructures planned for new container port at Tanjung
Sauh Batam and Seget Sorong, amount of US$ 387 millions.
In some developed countries with abundant access to capital financial markets, a

highly profitable project may have no difficulty attracting private sector investment. In
these cases, traditional project financing vehicles such as loan syndications prepared
with multi-lateral investment bank support may be obtained. Other vehicles include
loans from international commercial banks and equity and debt participation by
specialized infrastructure investment funds.
However, in developing markets, attracting private sector financing and investment is

often a critical hurdle to overcome due to perceptions about project, market and
country risks, lack of depth of capital markets and competing requirements for scarce
project financing.
5.5.1 Conditions for Attracting Private Sector Investment in Ports
A successful strategy for attracting private sector investment in Indonesian ports

depends on an amalgam of general factors which influence the investment
environment and specific policy, regulatory and institutional measures which
governments must implement to provide an enabling environment. In this section, we
identify attributes that are conducive to attracting private sector investment in ports.

93
Generally, a countrys policy, legal and regulatory framework can be regarded as
reflecting best practice if it meets the following criteria:
A formal private sector investment policy is in place. An approved, documented
policy is important in signaling governments commitment to develop a stable and
attractive investment environment. This enhances the interest of potential
investors and also influences their perception of risk positively.
Comprehensive enabling laws. Legislation is an important vehicle to translate
governments policy commitments into practice. Generally, countries should adopt
a general private sector investment law or sector-specific laws in order to place its
investment regime on a sound legal footing.
Clear project identification and preparation procedures. Good project preparation
is critical for attracting private sector investment. The law must require a project
proposal to be thoroughly screened to verify that it is affordable, represents value
for money and is financially- viable. A well prepared project will, in turn, once it is
bid, attract the interest of qualified investors with sufficient technical and financial
resources to implement a project successfully.
Competitive bidding procedures. As a general rule, private sector investment in
public ports must be competitively bid to ensure that government derives the full
benefit from the competitive process in terms of price, services and quality.
Additionally, provision should be made for equal treatment of potential investors,
opportunity to challenge rules and bid awards and specific rules on unsolicited
proposals.
Clear identification of contracting authorities. The law must specifically identify
the government entities which are empowered to enter into private sector
investment arrangements.
Freedom of contract. Legislation should not impose unnecessary restrictions on the
ability of the parties to negotiate contractual terms. This is important to allow
flexibility in the allocation of risks to ensure a financially efficient approach and
secure the best possible value for money for government.
Performance monitoring framework. Legislation must establish a clear
management and monitoring framework. As many private sector port investments
have a lifespan of many years or even decades, it is important that government
allocate clear responsibility for monitoring implementation and contract
compliance. At the same time, the private investor should be fully aware of the
oversight procedures that will apply and of the frequency and nature of its
performance monitoring obligations.
Statutory authority for tariff collection (and/or payments by government). The
ability to collect user charges or fees from port users is critical to the investors
perception of the financial risks associated with a project (where applicable). The
law must, therefore, expressly permit the private investor to collect tariffs (or
alternatively, make clear provision for the investor to be reimbursed through
payments by government).

DEVELOPMENT PLAN
Clear rules on tariff regulation. Port sector investments can be long term in nature
(20 30 years). Over this period there will be a need for regular adjustment in the
tariffs or charges levied by the private party for the service. While procedures for
tariff adjustment can be regulated by contract, the law must provide clear
guidelines on how tariffs may be adjusted and what criteria will be applied, as
discussed in Chapter 1.
Comprehensive regulatory framework for safety and environmental regulation.
As private sector investments in ports entail the provision of a public service, it is
necessary that the public interest be protected through effective safety and
environmental regulation. The private investor must be fully aware of which safety
and environmental standards apply and how they will be enforced.
Effective protection of investors rights. The law must protect the investor against
arbitrary government action that may impact revenue flows, restrict access to
finance or otherwise or deprive him of the benefit if his investment. This includes a
requirement that the parties should be free to agree on appropriate methods of
dispute resolution. A countrys membership to MIGA helps to provide such
guarantee.
Institutional capacity. The identification, preparation, procurement and
management of private sector investments require a combination of high-level
legal, financial and technical skills. The ability of government to manage its
program is an important factor influencing investors both in their decisions to
invest and in their perception of the project risks. Countries that have established
dedicated private sector investment units in order to build capacity have generally
been more successful in attracting private investment.
Independent regulation. The law must provide for regulators that are sufficiently
autonomous to ensure that regulatory decisions are not influenced by political
interference or pressure from interest groups.
In the section that follows we examine Indonesias legal and regulatory framework that
sets the environment for attracting private sector investment in ports.
5.5.2 Indonesias Legal Framework for Private Sector Investment in Ports
As Indicated in the Chapter 2, the Law introduces the concept of private sector
participation, but fails to give strong direction to ensure a concerted effort in
developing time-bound plans to secure greater private investment. PAs (and PMUs)
face a particular challenge to develop capacity to implement private investment
programs, especially given their limited capacity, uncertainty about the future role of
Pelindos, and lack of clarity about their control over port land. Pelindos need to be
restructured to assume the role of PBEs, but the Law fails to spell out how this is to be
achieved.
The investment required for development of new or expanded liquid bulk and dry bulk
terminals in Indonesia would typically come from private sector businesses or

95
associations of companies that seek to handle their own bulk cargo. However, several
restrictive and inflexible provisions are likely to discourage private investors from
investing in special terminals. These include:
The short validity period of a special terminal permit. As mentioned in Chapter 2,
five years is too short for investors to recover investments of this magnitude,
especially given the risk that a permit may not be renewed. This risk is exacerbated
by the fact that the legislation does not stipulate the specific grounds permits will
not be renewed or provide for a transparent review procedure.
The ban on handling non-proprietary cargoes.
Large up-front investment in planning and preparation costs to obtain a
construction license. The potential investor is required to invest in preparing
engineering drawings for both land and water side facilities, construction plans, an
environmental impact assessment and related documents without any guarantee
that the license application will be favorably considered.
Inflexible provisions governing construction. Regulations oblige the special
terminal operator to complete construction no longer than one year after the
license is issued 9. This may well not be feasible in the case of many terminals.
Constraints on operational flexibility. The operator must seek the Ministers
approval to embark on 24 hour operations 10.
Proprietary cargo handling is authorized for Own Interest Terminals 11, but cargo
handling can be extended to third party cargoes only after obtaining a concession from
the Port Authority or Port Management Unit. 12 But the concession cannot be awarded
unless it is shown additional capacity is needed 13, among other requirements.
However, this avenue could be a solution to enhancing competition as long as the Law
regarding Pelindo jurisdiction is clarified. 14
Certain port facilities such as container terminals that are often situated within a
broader port with other cargo facilities typically have the government providing
funding for shared items such as breakwaters, channel dredging and access, turning
9
Art 119 (GR 61)
10
GR 61 Art 126
11
GR 61 Art 139(1)
12
GR 61 Art 140(1)
13
GR 61 Art 140(2)(a)
14
The position of the Pelindos on this issue is perhaps characterized by one Pelindo principals
comment, in referring to the plan for a new terminal, that competition can be accomplished
if terminals compete only on the basis of service, as opposed to both cost and service. In
fact, competing on only one or the other does not promote competition and attempts to
justify monopoly pricing. Additionally, by definition, a monopoly operator has monopoly
control over information provided to regulators. Applications for tariff increases can be
justified on the basis of information provided by the operator, but regulators are hard-
pressed to determine the accuracy of the information provided.

DEVELOPMENT PLAN
basins and road access. Depending on the circumstances, these items may represent
25-30 percent of container terminal development costs. On the other hand, specialized
dry and liquid bulk terminals may often be developed separate from other port cargo
facilities. As such, the government role may typically be limited to provision of road
and land access. Passenger facilities such as a cruise or ferry terminal that serve
multiple port users, typically need a greater degree of public sector participation often
up to 50 percent of the total investment. As shown in Table 8-1, as much as 80 percent
of the total port sector investment requirement of US$ 19.2 billion may be expected to
be provided by the private sector.
As long-term investments, private sector participation in port development and

construction requires access to long-term financing. However, the lack of prior
experience and expertise to assess port infrastructure projects and the maturity
mismatch between assets and liabilities hinder Indonesian banks from providing the
financing.
While foreign port sector investors can get access to long-term financing in the capital
markets, it is often difficult for potential Indonesian investors to get long-term
financing from banks. Recognizing this problem, Indonesia established PT Indonesia
Infrastructure Finance (PT IIF), a non-bank financial institution focused on providing
long term funding for infrastructure projects. PT IIF was established on January 15,
2010 by the Ministry of Finance through PT SMI 15. The purpose of PT IIF is to enhance
funding options for infrastructure projects by providing funding towards commercially
feasible, mainly private, infrastructure projects through debt instruments, equity
participation or infrastructure financing guarantee for credit enhancement. Its
financing capacity is supported by equity commitments of its founding shareholders: PT
SMI (Rp600bn); ADB (Rp400bn); IFC (Rp400bn) and DEG (Rp200bn) (a total of
US$176mn). The fund may seek more cash infusions to ramp up its initial capital to Rp
2 trillion (US$220mn) 16.
PT IIF will also receive ADB and World Bank loans, each worth the equivalent of Rp1
trillion (US$110mn). Debt issuance to raise another Rp 2 trillion (US$220mn) is
planned. PT IIF can leverage its funding by taking on up to Rp 30 trillion (US$3.3bn) in
debt, normally taking a 25 percent portion of the total cost for projects 17.
In many developed countries, long-term financing can also be provided by the pension
and insurance sectors. As Indonesia continues to develop its capital markets, these
sectors may also serve as an alternative funding source.
Inadequate project preparation has been an impediment for private investors. The
ability to hire international consultants for feasibility studies and prepare bidding
documents of international standards through a new facility developed by BAPPENAS
15
PT IIF via PERPRES No.9/2009 on Finance Institution and MOF Decree No.100/PMK.010 /2009
concerning Infrastructure Finance Company.
16
Morgan Stanley, Indonesia Infrastructure, A US$250bn Opportunity, May 2011.
17
Ibid.

97
should help in this arena. BAPPENAS Project Development Facility (PDF) is in operation
and has an initial funding of US$33mn from ADB and the Dutch government. The
function of PDF is to conduct project preparation with detailed feasibility studies and
internationally recognized bidding documents before it is offered to the market. PDF
funds project preparation and transaction under the various government contracting
agencies.
5.5.3 Framework of Government Support and Guarantee
Due to the budgetary constraints, the interaction between public and private parties is
governed by three sets of laws and regulations, namely PPP regulations, sector-specific
regulations, and other general regulations governing business activities in Indonesia.
There are four principal investment policies in this category:

a. Government Policies on Infrastructure Provisions
Government aims to concentrate on (i) maintaining and upgrading the existing

infrastructure, (ii) focusing on the development of infrastructure which are
economically feasible but financially non-viable, (iii) providing subsidies and
compensation for Public Service Obligation (PSO) in infrastructure services, and (iv)
fulfilling the financing gap for infrastructure development, GoI will offer PPP Projects to
the market.
b. Regulations in the Acceleration of Infrastructure Development
Regulations for the acceleration of infrastructure development are shown in Table

5.13. PPP regulation mainly refers to Presidential Regulation No. 67/2005 concerning
the Infrastructure Provision through Public-Private Partnership, as amended by
Presidential Regulations No. 56/2011 and No. 13/2010 which allowed government to
provide government support and guarantee.
In addition, two other regulations on government guarantee refer to Presidential

Regulation No. 78/2010 concerning Infrastructure Guarantee through Infrastructure
Guarantee Fund and Ministry of Finance Regulation No. 260/2010 concerning the
Implementation of Infrastructure Guarantee through Infrastructure Guarantee Fund.
Further, based on the MoU between Ministry of Finance, Bappenas, and National
Investment Agency (BKPM), Ministry of Finance will provide (i) provision of bridging
fund through the Government Investment Unit (PIP), (ii) guarantee for infrastructure
risks through the Indonesia Infrastructure Guarantee Fund/IIGF (PT Penjaminan
Infrastruktur Indonesia/PT PII;, and (iii) project development services through PT
Sarana Multi Infrastruktur (PT SMI).

DEVELOPMENT PLAN
Table 5-13 Legal Basis for Private Sector Investment
No. PSP / PPP Regulations Description
PPP Schemes and Guidelines
1 Presidential Regulation No. 67 Public Private Partnership in Provision of

Year 2005 Infrastructure
2 Presidential Regulation No. 13 Amendment to Presidential Regulation No. 67 Year

Year 2010 2005 on Public Private Partnership in Provision of
Infrastructure
3 Presidential Regulation No. 56 Second Amendment to Presidential Regulation No.

Year 2011 67 Year 2005 on Public Private Partnership in
Provision of Infrastructure
4 Regulation of Minister of National Operating Guidelines Manual for Public and Private
Development Planning / Head of Partnership in Provision of Infrastructure
Bappenas No. 4 Year 2010
5 Regulation of Minister of Guidelines for Implementing Public Private

Transportation No. PM 83 Tahun Partnership in Provision of Transport Infrastructure
2010
Risk Management, Government Support, and Guarantee
6 Regulation of Minister of Finance Implementing Guidelines for Risk Management and

38/PMK.01/2006 Mitigation for Provision of Infrastructure
7 Presidential Regulation No. 78 Infrastructure Guarantee in Public Private

Year 2010 Partnership Project under the Indonesia
Infrastructure Guarantee Fund
8 Regulation of Minister of Finance Guidelines for Implementing Infrastructure

No. 260/PMK.011/2010 Guarantee in Public Private Partnership Project
PPP Book, Organisation, and Procedures
9 Regulation of Minister of National Public Private Partnership (PPP) Book

Development Planning / Head of
Bappenas No. 3 Year 2009
10 Public Private Partnership Book, Sector of Transportation, 2010-2014, Ministry of

Transportation (2010)
11 Presidential Regulation No. 42 Committee for Policy for Acceleration of

Year 2005 Infrastructure Provision (KKPPI)
12 Presidential Regulation No. 12 Amendment to Presidential Regulation No. 42 Year

Year 2011 2005 on Committee for Policy for Acceleration of
Infrastructure Provision (KKPPI)

99
No. PSP / PPP Regulations Description
13 Regulation of Minister of Organisation and Working Procedures of the

Coordinating Economic Affairs as Committee of Policy for Acceleration of
Head of the Committee of Policy Infrastructure Provision (KKPPI)
for Acceleration of Infrastructure
Provision No. PER-
01/M.EKON/05/2006
14 Regulation of Minister of Procedures and Criteria for Preparation of Priority

Coordinating Economic Affairs as List of Public Private Partnership (PPP)
Head of the Committee of Policy Infrastructure Project
Provision No. PER-
3/M.EKON/06/2006
15 Regulation of Minister of Procedures for Evaluation of Public Private

Coordinating Economic Affairs as Partnership (PPP) in Provision of Infrastructure
Head of the Committee of Policy which Requires Government Support
Provision No. No. PER-
4/M.EKON/06/2006
Regional Cooperation
16 Government Regulation No. 50 Procedures for Implementing Regional Cooperation

Year 2007
Land Acquisition
17 Law No. 2, 2012 Land Acquisition for Development for Public Interest
18 Presidential Regulation No. 36 Land Acquisition for Implementing Development for

Year 2005 Public Interest
19 Presidential Regulation No. 65 Amendment to Presidential Regulation No. 36/2006

Year 2006 on Land Acquisition for Implementing Development
for Public Interest
20 Regulation of Head of National Implementing Guidelines for Presidential Regulation

Land Agency No. 3 Year 2007 No. 36 Year 2005 on Land Acquisition for
Implementing Development for Public Interest (as
amended by Presidential Regulation No. 65 Year
2006 on Amendment to Presidential Regulation No.
36 Year 2005 on Land Acquisition for Implementing
Development for Public Interest)

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

Infrastructure
Indonesia Infrastructure Fund (IIF) is established to satisfy offering long term, mainly
local currency and financing for infrastructure. To mobilise domestic currency financing
of appropriate tenor, terms and price for creditworthy infrastructure projects by:
Using its good credit rating to borrow from domestic institutional investors and
banks looking for long-term placements with risk margins higher than sovereign
and large corporate offerings, and;
Providing financial products which meet the needs of infrastructure PPP and wholly
private projects.
d. Role of the Indonesia Infrastructure Guarantee Fund (IIGF) in Provision of Critical
Support for Indonesias Infrastructure Development
IIGF is established to satisfy the following objectives:

To provide a political risk guarantee for PPP Infrastructure Projects;
To improve creditworthiness and quality of PPP infrastructure projects by;
providing a credible guarantee on political risk;
To improve the governance and transparency of guarantee provisions;
To protect Government contingent liability vis--vis guarantees (ring-fencing the
contingent liability exposure of the State Budget.
5.5.4 Possible Sources of Funding for Public Sector Investment 18
The intention of Shipping Law No. 17 is that basic infrastructure investment in ports
will be undertaken by the Port Authority. The new Indonesian Port Authorities,
however, will be new institutions that will have little in the way of financial assets and
no track record of operations. They will generate little cash flow and have essentially
no borrowing capacity in their early years of existence. We therefore believe the only
main source of infrastructure funding in the short term is the Government of
Indonesia.
Until the Port Authorities have established strong cash flows and balance sheets, the
possible sources of funding for port infrastructure investment are:
Government of Indonesia fiscal income.
General Government of Indonesia borrowing.
Loans from international financial institutions.
Loans from bilateral financial institutions.
18
Portions of this section are adapted from DWA, 2010 INDII Technical Report on Development
of the National Port Master Plan.

101
The first two sources of financing are in the category of Government general revenue.
The second two loans from international and bilateral financial institutions involve
commitments by the institutions and probably some form of sovereign guarantee.
International and bilateral financing will probably also involve Government payments
of principal and interest on the loans although if structured properly the Port
Authorities may be able to service the loans out of their cash flow. Even if the Port
Authorities do make the loan payments, however, it is still Government revenue
because Port Authority income is defined as Government revenue in both the Law and
GR 61 regarding Port Affairs.
In the longer term sources of Port Authority infrastructure financing should evolve
from increasingly strong financial statements of the Port Authorities. This will of course
only happen if they are allowed to retain their earnings, including those from port
authority charges (e.g. port dues), leases, and concession fees. If so, the Port
Authorities could accumulate retained earnings and develop cash flow that can support
borrowing.

CHAPTER 6: LEGAL, REGULATORY AND
ADMINISTRATIVE ACTIONS
NEEDED
CHAPTER 6: LEGAL, REGULATORY AND ADMINISTRATIVE

ACTIONS NEEDED
The course of the National Port Master Plan preparation highlighted areas in
legislation, regulation, and policy that needed to be strengthened in order to facilitate
Indonesias progress towards a competitive port system. The Government of Indonesia
(GOI) appears to recognize this and has alluded to the need to revise legislation to
accelerate the separation of the regulatory role of port authorities from the operating
functions of the Pelindos. The GOI has also set December 2011 as the target date for
the separation of these functional areas 19. Nevertheless, the process of adopting a
new Law may take longer and hence both interim and longer term actions are
proposed here that may be undertaken to improve the Laws effectiveness. This
requires a number of implementation actions in the following areas:
Subsidiary regulations required by the Law on Shipping;
Subsidiary regulations required under Government Regulation on Port Affairs; and
Actions to support policy implementation.
6.1 SUBSIDIARY REGULATIONS UNDER THE LAW ON SHIPPING
In numerous areas, the Law on Shipping identifies a need for subsidiary rules to
implement policies, programs and administrative actions. Some areas are now covered
in GR 61, as shown in Table 6-1, while in other areas, subsidiary regulations still need to
be promulgated.
6.2 SUBSIDIARY REGULATIONS REQUIRED UNDER GOVERNMENT REGULATION ON

PORT AFFAIRS
While GR 61 contains a wide-ranging set of provisions giving effect to the Law, it in turn
mandates the Minister of Transport to issue regulations with regard to a long list of
topics (see Table 6-2).
6.3 POLICY ACTIONS
Port policy requires certain actions for effective policy implementation (Table 6-3). The
Ministry of Transport will assure that an integrated planning process is in place and
19
See Master Plan for the Acceleration and Expansion of Indonesias Development 2011 2025,
p 179.

103
that the port sector is fully represented in the Ministrys planning deliberations.
Mechanisms also need to be developed to assure continuous open dialogue with
stakeholders on the range of policy, planning, and regulatory issues.
Finally, the ministerial regulations such that port authorities have management
autonomy reflected in modernized port organizations. Pursuing the status of Indonesia
public service organization 20 for port authorities is an obvious remedy for achieving the
needed autonomy.
Table 6-1 Regulatory Mandates for the Ministry in Shipping Law No. 17 of 2008
Regulations Proposed for Law on Shipping
Subject Matters to be Promulgated (Ministerial

No. Target Date Remarks
Regulations)
1 Guidance for Commercial Port Tariff and Provincial 4th Quarter Article 110 of the
and Local Port Tariff 2012 Shipping Law
2 Design and Execution of Dredging and Reclamation / 4th Quarter Article 197 of the
Certification of Service Providers 2012 Shipping Law
3 Designation of Compulsory Pilotage Areas, Training 4th Quarter Article 198 of the
and Examination of Pilots and Pilotage Operations 2012 Shipping Law
4 Port Security 4th Quarter Article 212 of the

2012 Shipping Law
5 Port Operations (ship repair, cargo transfer, towage, 4th Quarter Article 216 of the
hazardous goods handling) 2012 Shipping Law
6 Port Pollution 4th Quarter Article 238 of the

2012 Shipping Law
7 Shipping and Port Information System 4th Quarter Article 272 of the
2012 Shipping Law
20
Badan Layanan Umum (Public Service Organization). A public service organization is a stand-
alone organization within the public service with features that provide a measure of
independence and financial self-sufficiency. This status would thus providing Port
Authorities with the structure and autonomy enjoyed by the modernized port organizations
previously described.

NEEDED
Table 6-2 Scope of Government Regulation No. 61 of 2009
Subject Matters to be Promulgated (Ministerial

No. Time Target Remark
Regulations
1 Port Location Procedures 4th Quarter Article 19 of

2012 GR 61/ 2009
2 Procedures for Formulation and Evaluation of Port 4th Quarter Article 29 of

Master Plans 2012 GR 61
3 Procedures for Formulation and Evaluation of Port 4th Quarter Article 36 of

Working Areas and Port Interest Areas 2012 GR 61
4 Procedures for Provision, Maintenance, Standards, and 2nd Quarter Article 67 of

Specifications for Breakwaters, Port Basins, Navigational 2013 GR 61
Channels, Road Networks and Port Security and Order
5 Requirements and Procedures for Granting and 2nd Quarter Article 78 of

Revoking Concessions 2012 GR 61
6 Port Development Licensing 2nd Quarter Article 86 of

2012 GR 61
7 Port Expansion Licensing 2nd Quarter Article 93 of

2012 GR 61
8 Requirements and Procedures for Port Operations, 2nd Quarter Article 104 of
Operational Improvement and Capacity Upgrades 2012 GR 61
Licensing
9 Procedures for Port Location, Construction and 4th Quarter Article 109 of
Operational Licenses for Dry Ports 2012 GR 61
10 Requirements and Procedures for Special Terminals 4th Quarter Article 134 of
(location approval, construction and operational licenses, 2012 GR 61
third party use, operational improvement, change of
status to port, license revocation, transfer to government
control)
11 Procedures for Approval of Own-Interest Terminals 4th Quarter Article 144 of

2012 GR 61
12 Type, Structure and Classification of Port Business 4th Quarter Article 148 of
Entity Tariff for Port Services, Mechanism for 2012 GR 61
determining tariff for use of port land and waters
13 Procedures for Determining Foreign Trade Status of Port 4th Quarter Article 153 of
and Special Terminals 2012 GR 61
14 Procedures for Data Processing and Reporting and 4th Quarter Article 161 of
Preparation of Port Information System 2012 GR 61

105
Table 6-3 Actions for Policy Implementation
No. Subject Matters to be Promulgated Time Target Remark
1 Establish stakeholder/port user committees in 4th Quarter Essential for port policy
each port authority jurisdiction to serve as a 2012 formulation,
consultative mechanism with the Ministry of implementation, and
Transport on policy formulation, review, and review
implementation
2 Incorporate integrated planning considerations 4th Quarter Essential for integrated

in port master plan guidelines 2012 planning, facilitation, and
performance monitoring
policy area
3 Issue internal mandate in the Ministry to 1st Quarter Essential for integrated
engage with other government agencies and 2012 planning, facilitation, and
port users to continuously review port sector performance monitoring
performance and adopt practices to to policy area
eliminante constraints to good performance
4 Issue a set of performance indicators for 4th Quarter Essential for integrated
planning and performance monitoring 2012 planning, facilitation, and
purposes and establish procedure for performance monitoring
publishing indicators policy area
5 Issuelight handed tariff policy 4th Quarter Essential to tariff

2012 regulation policy area
6 Establish procedure for submitting tariffs for 4th Quarter Essential to tariff
approval in the case of port authorities and 2012 regulation policy area
PMUs and for review in the case of port
business entities
7 Develop and publish tariff and service 4th Quarter Essential to tariff
agreement review process; review process to 2012 regulation policy area
consider anticompetitive effects
8 Consider development of memorandum of 4th Quarter Essential to Promoting

understanding with KPPU as to the monitoring 2012 Port Sector Competition
and promotion of port sectror competition policy area
9 Incorporate consideration of competition 4th Quarter Essential to Promoting

effects in national and local master plan 2012 Port Sector Competition
formulation and review. policy area
10 Introduce complaint and dispute resolution 2nd Quarter Essential to Promoting

procedure for addressing complaints 2013 Port Sector Competition
regarding tariffs and anticompetitive behavior policy area

NEEDED
No. Subject Matters to be Promulgated Time Target Remark
11 Assess training requirements for DGST, port 4th Quarter Essential to Enhance
authorities/PMUs, labor cooperatives, and port 2012 Labor Competitiveness
business entities and develop strategy for policy area
meeting training needs
12 Engage in memorandums of understanding 4th Quarter Essential to Enhance

with training centers, vocational institutes, and 2012 Labor Competitiveness
higher education institutions to promote port policy area
sector careers and the development of port-
centric curriculums
13 Engage in dialogue with labor coops to 2nd Quarter Essential to Enhance

formulate incentives for increasing productivity 2012 Labor Competitiveness
policy area
14 Develop and implement strategy for 4th Quarter Essential to Enhance

recruitment and retention of women workers in 2012 Labor Competitiveness
the port sector policy area
15 Issue regulations which entrust port authorities 4th Quarter Essential to Supporting
with effective powers to oversee landside 2012 Effective Safety Regulation
safety and security policy area
16 Promulgate framework setting forth port 2nd Quarter Essential to Supporting

authority obligations for safety regulation 2012 Effective Safety Regulation
compliance policy area
17 Promulgate port environmental protection 4th Quarter Essential to Supporting

code to be agreed to between Ministry and 2012 Effective Enironmental
port authorities/PMUs Regulation policy area
18 Issue regulations to provide for harbor master 4th Quarter Essential to Supporting
with sufficient authority to manage and control 2012 Effective Enironmental
pollution in ports Regulation policy area
19 Engage partners and enter into cooperative 2nd Quarter Essential to Supporting
agreements to assure effective emergency 2012 Effective Enironmental
response in the prot sector Regulation policy area
20 Establish autonomous status for port 4th Quarter Essential for effective
authorities and PMUs 2013 management of port sector
6.4 SHORT-TERM INITIATIVES FOR FACILITATING POLICY IMPLEMENTATION
While actions for policy implementation are what is needed to effect policy, there are
also a number of initiatives, intended for the short-term, that can be implemented to
facilitate policy implementation, generally focusing on port performance, including
administration, labor, and development. These are identified in Table 6-4.

107
Table 6-4 Near-term Initiatives for Facilitating Policy Implementation
Subject Matters to be Time

No. Remark
Promulgated Target
1 Preparation of a Port 4th Essential for empowering of Port Authority/PA and

Administration Operations Quarter Port Management Unit/PMU
Toolkit for Port Authority and 2012
Port Management Unit:
Model Concession and
Other Form of
Agreements
Model Licenses
Tariff Financial Analysis
Model
Port Operational
Performance Indicator
System
2 Intensify collaboration with 4th Essential to enhance capabilities of PA, PMU and
higher education institutions Quarter DGST personnel
and Pelindo training centers 2012
addressing topics related to:
Planning analysis
Trade forecasting
methodology
Operations analysis
Capacity assessment
Port market assessments
and Tariff analysis
3 Assessment of Port Labor 4th Essential to enhance labor performance

Competitiveness Quarter
2012
4 Formulation of strategies for 4th Essential to facilitate management of ports at

divesting small ports Quarter regional level
(addressing asset transfer, 2012
port management, and
capacity building)
5 Streamlining approval 4th Essential for ease of regulatory burden on the

procedures and regulatory Quarter private sector and clarification of government
bottlenecks (in view of the 2012 agency responsibilities
scope of regulatory
responsibilities of the
Minister/DGST, PA/PMU,
and regional governments)

NEEDED
Subject Matters to be Time

No. Remark
Promulgated Target
6 Assessment on transferring 4th Essential for empowering of Port Authority

port land and water Quarter
management rights to port 2012
authorities
7 Option assessment and 2th Essential for empowering port authority

implementation of flexible Quarter
and autonomous port 2013
authorities (including
BLU/Badan Layanan
Umum)
8 Assessment of development 4th Essential for future port development

of international Quarter
2012
hub ports (including Kuala
Tanjung and Bitung)
9 Design and implementation 4th Essential for developing data base of port
of a Port Information System Quarter statistics, facilities, accesses, and services (a web
2012 based Port Information System that is integrated
with the National Shipping Information System,
incl. NSW applications)
10 Prepare Port Master Plan 2nd Essential for developing PSP / PPP port model
and/or feasibility Study for Quarter projects
PSP / PPP model projects 2013
11 Optimisation of traffic 2nd Essential for smoothness of strategic port

mitigation strategies with Quarter operations
port operations 2012
requirements (including
Tanjung Priok, Tanjung
Perak, and Belawan ports)

109
APPENDIX A. PORT HIERARCHY
Appendix A-1 Port Hierarchy
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Province : Nangroe Aceh Darussalam
1 Aceh Barat Meulaboh Collector Collector Collector Collector
2 Aceh Jaya Calang Collector Collector Collector Collector
3 Aceh Besar Malahayati Collector Collector Collector Collector
Aceh Barat Regional Regional Regional Regional

4 Susoh
Daya Feeder Feeder Feeder Feeder
5 Aceh Selatan Tapaktuan Collector Collector Collector Collector
6 Aceh Selatan Sibadeh Collector Collector Collector Collector
Local
7 Aceh Timur Idi Local Feeder Local Feeder Local Feeder
Feeder
8 Langsa Kuala Langsa Collector Collector Collector Collector
Local
9 BIreun Kuala Raja Local Feeder Local Feeder Local Feeder
Feeder
Lhokseumawe/
10 Aceh Utara Krueng Collector Main Main Main
Geukeh
Local
11 Pidie Sigli Local Feeder Local Feeder Local Feeder
Feeder
12 Sabang Sabang Main Main Main Main
13 Sabang Ulee Lheue Collector Collector Collector Collector
Local
14 Simeulue Sibigo Local Feeder Local Feeder Local Feeder
Feeder
15 Simeulue Sinabang Collector Collector Collector Collector
Local
16 Aceh Singkil P. Banyak Local Feeder Local Feeder Local Feeder
Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
17 Aceh Singkil P. Sarok Local Feeder Local Feeder Local Feeder
Feeder
18 Aceh Singkil Singkil Collector Collector Collector Collector
Local
19 Aceh Singkil Gosong telaga Local Feeder Local Feeder Local Feeder
Feeder
Local
20 Aceh Besar Meulingge Local Feeder Local Feeder Local Feeder
Feeder
Local
21 Pidie Laweung Local Feeder Local Feeder Local Feeder
Feeder
Local
22 Langsa Pusong Local Feeder Local Feeder Local Feeder
Feeder
Local
23 Aceh Selatan Meukek Local Feeder Local Feeder Local Feeder
Feeder
Aceh Barat Local

24 Lhok Pawoh Local Feeder Local Feeder Local Feeder
Daya Feeder
Local
25 Aceh Tamiang Seruway Local Feeder Local Feeder Local Feeder
Feeder
Local
26 Aceh Jaya Lhok Kruet Local Feeder Local Feeder Local Feeder
Feeder
Province: North Sumatera
1 Batubara Kuala Tanjung Main Main Main Main
Pangkalan Regional Regional Regional Regional

2 Batubara
Dodek Feeder Feeder Feeder Feeder
Local
3 Batubara Perupuk Local Feeder Local Feeder Local Feeder
Feeder
Regional Regional Regional Regional

4 Batubara Tanjung Tiram
Feeder Feeder Feeder Feeder

5 Batubara Teluk Nibung
Serdang Local
6 Sialang Buah Local Feeder Local Feeder Local Feeder
Bedagai Feeder

111
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Serdang Regional Regional Regional Regional

7 Pantai Cermin
Bedagai Feeder Feeder Feeder Feeder
Tanjung Balai
8 Asahan Collector Collector Collector Collector
Asahan
Pangkalan
9 Langkat Collector Collector Collector Collector
Susu
Local
10 Langkat Pulau KampaI Local Feeder Local Feeder Local Feeder
Feeder

11 Langkat Tanjung Pura
Local
12 Langkat Tapak Kuda Local Feeder Local Feeder Local Feeder
Feeder
Local
13 Langkat Kuala Sarapu Local Feeder Local Feeder Local Feeder
Feeder
14 Deli Serdang Belawan Main Main Main Main
Local
15 Deli Serdang Pantai Labu Local Feeder Local Feeder Local Feeder
Feeder
Local
16 Deli Serdang Percut Local Feeder Local Feeder Local Feeder
Feeder
Rantau Regional Regional Regional Regional

17 Deli Serdang
Panjang Feeder Feeder Feeder Feeder
Tanjung Regional Regional Regional Regional

18 Deli Serdang
Beringin Feeder Feeder Feeder Feeder
Local
19 Labuhan Batu Labuhan Bilik Local Feeder Local Feeder Local Feeder
Feeder

20 Labuhan Batu Sel Barombang
21 Labuhan Batu Teluk Lidong Collector Collector Collector Collector
Tg. Sarang
22 Labuhan Batu Collector Collector Collector Collector
Elang
Mandailing Natal/Sikara-
23 Collector Collector Collector Collector
Natal kara

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Mandailing
24 Sikara-Kara Collector Collector Collector Collector
Natal
25 Gunung Sitoli Gunung Sitoli Collector Collector Collector Collector

26 Nias Lahawa

27 Nias Sirombu
Pulau Tanah Local

28 Nias Selatan Local Feeder Local Feeder Local Feeder
Masa Feeder
29 Nias Selatan Pulau Tello Collector Collector Collector Collector

30 Nias Selatan Teluk Dalam
Tapanuli Local
31 Barus Local Feeder Local Feeder Local Feeder
Tengah Feeder
Tapanuli Local
32 Manduamas Local Feeder Local Feeder Local Feeder
Tengah Feeder
Tapanuli
33 Sibolga Collector Collector Collector Collector
Tengah
Oswald
Tapanuli
34 Siahaan/ Collector Collector Collector Collector
Tengah
Labuhan Angin
Mandailing
35 Batahan Collector Collector Collector Collector
Natal
Province: Riau
Bagan Siapi- Local

1 Rokan Hilir Local Feeder Local Feeder Local Feeder
api Feeder
2 Rokan Hilir Panipahan Collector Collector Collector Collector
Local
3 Rokan Hilir Sinaboi Local Feeder Local Feeder Local Feeder
Feeder
Local
4 Rokan Hilir Pancur Local Feeder Local Feeder Local Feeder
Feeder

113
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
5 Rokan Hilir Penyalaman Local Feeder Local Feeder Local Feeder
Feeder
Local
6 Kep.Meranti Bandul Local Feeder Local Feeder Local Feeder
Feeder
Local
7 Kep.Meranti Melibur Local Feeder Local Feeder Local Feeder
Feeder
8 Kep.Meranti Selat Panjang Collector Collector Collector Collector
Tanjung Local
9 Kep.Meranti Local Feeder Local Feeder Local Feeder
Samak Feeder
Tanjung Local
10 Kep.Meranti Local Feeder Local Feeder Local Feeder
Kedadu Feeder
Local
11 Bengkalis Batu Panjang Local Feeder Local Feeder Local Feeder
Feeder
12 Bengkalis Bengkalis Collector Collector Collector Collector
Local
13 Bengkalis Buatan Local Feeder Local Feeder Local Feeder
Feeder
Local
14 Siak Sel Apit Local Feeder Local Feeder Local Feeder
Feeder
Sungai
15 Bengkalis Collector Collector Collector Collector
Pakning
Kurau/ Local
16 Siak Local Feeder Local Feeder Local Feeder
Sei Lalang Feeder
17 Siak Sungai Siak Collector Collector Collector Collector
18 Siak Tanjung Buton Collector Collector Collector Collector
19 Dumai Dumai Main Main Main Main
Tanjung
20 Dumai Collector Collector Collector Collector
Medang
21 Indragiri Hilir Kuala Enok Main

Main Main Main
22 Indragiri Hilir Kuala Gaung Collector Collector Collector Collector

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
23 Indragiri Hilir Kuala Mandah Local Feeder Local Feeder Local Feeder
Feeder
Local
24 Indragiri Hilir Kuala Raya Local Feeder Local Feeder Local Feeder
Feeder
Local
25 Indragiri Hilir Concong Luar Local Feeder Local Feeder Local Feeder
Feeder
Local
26 Indragiri Hilir Bekawan Luar Local Feeder Local Feeder Local Feeder
Feeder
Local
27 Indragiri Hilir Sungai Buluh Local Feeder Local Feeder Local Feeder
Feeder
Local
28 Indragiri Hilir Perigi Raya Local Feeder Local Feeder Local Feeder
Feeder
Local
29 Indragiri Hilir Pulau Kijang Local Feeder Local Feeder Local Feeder
Feeder
Local
30 Indragiri Hilir Sapat Local Feeder Local Feeder Local Feeder
Feeder
31 Indragiri Hilir Tembilahan Collector Collector Collector Collector
Sungai
32 Indragiri Hilir Collector Collector Collector Collector
Guntung
33 Indragiri Hulu Rengat Collector Collector Collector Collector
34 Palalawan Penyalai Collector Collector Collector Collector
35 Pekanbaru Pekanbaru Collector Collector Collector Collector
Province: Riau Islands
Batam/
1 Batam Main Main Main Main
Batu Ampar
Batam/
2 Batam Main Main Main Main
Sekupang
3 Batam Kabil Main Main Main Main

4 Batam Nogsa

115
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030

5 Batam Pulau Bulan
6 Batam Pulau Sambu Collector Collector Collector Collector
7 Batam Tanjung Sauh - Main Main Main
Local
8 Karimun P Buku Local Feeder Local Feeder Local Feeder
Feeder
Local
9 Karimun Meral Local Feeder Local Feeder Local Feeder
Feeder
Local
10 Karimun Pos Telaga Local Feeder Local Feeder Local Feeder
Feeder
11 Karimun Moro Collector Collector Collector Collector

12 Karimun Pasir Panjang
Sikumbang
13 Karimun Collector Collector Collector Collector
Kundur
14 Karimun Tanjung Batu Collector Collector Collector Collector
Urung/ Tg. Local

15 Karimun Local Feeder Local Feeder Local Feeder
Berlian Feeder
16 Karimun Malarko Collector Collector Collector Collector
Tg. Balai
17 Karimun Main Main Main Main
Karimun

18 Lingga Dabo Singkep
Local
19 Lingga Daik Lingga Local Feeder Local Feeder Local Feeder
Feeder
Local
20 Lingga Panuba Local Feeder Local Feeder Local Feeder
Feeder
Local
21 Lingga Sei Buluh Local Feeder Local Feeder Local Feeder
Feeder
Local
22 Lingga Senayang Local Feeder Local Feeder Local Feeder
Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
23 Bintan Lagol Collector Collector Collector Collector
24 Bintan Lobam Main Main Main Main
Sei Kolak
25 Bintan Collector Collector Collector Collector
Kijang
26 Bintan Tanjung Uban Collector Collector Collector Collector
Local
27 Bintan Tambelan Local Feeder Local Feeder Local Feeder
Feeder
Tanjung
28 Bintan Collector Collector Collector Collector
Berakit
Local
29 Kep. Anambas Letung Local Feeder Local Feeder Local Feeder
Feeder
Local
30 Kep.Anambas Matak Local Feeder Local Feeder Local Feeder
Feeder
31 Kep. Anambas Tarempa Collector Collector Collector Collector
Local
32 Natuna Anoa Natuna Local Feeder Local Feeder Local Feeder
Feeder
33 Natuna Kakap Natuna Collector Collector Collector Collector
Local
34 Natuna Midai Local Feeder Local Feeder Local Feeder
Feeder
35 Natuna Ranai Collector Collector Collector Collector
36 Natuna Maro Sulit Collector Collector Collector Collector
Local
37 Natuna Sedanau Local Feeder Local Feeder Local Feeder
Feeder
38 Natuna Selat Lampa Collector Collector Collector Collector

39 Natuna Serasan
40 Natuna Udang Natuna Collector Collector Collector Collector
Local
41 Natuna Belion Local Feeder Local Feeder Local Feeder
Feeder

117
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
42 Natuna Belida Local Feeder Local Feeder Local Feeder
Feeder
Local
43 Natuna Hang Tuah Local Feeder Local Feeder Local Feeder
Feeder

44 Natuna Pulau Seluan
45 Tg. Pinang Batu Enam Collector Collector Collector Collector
46 Tg. Pinang Dompak Collector Collector Collector Collector
47 Tg. Pinang Tg. Moco Collector Collector Collector Collector
Tanjung
48 Tg. Pinang Collector Collector Collector Collector
Pinang
Province: West Sumatera

1 Kep. Mentawai Muara Siberut
Muara Local
2 Kep. Mentawai Local Feeder Local Feeder Local Feeder
Sikabaluan Feeder

3 Kep. Mentawai Pokai
4 Kep. Mentawai Sikakap Collector Collector Collector Collector
5 Kep. Mentawai Siuban Collector Collector Collector Collector
Local
6 Kep. Mentawai Tapak/ Baka Local Feeder Local Feeder Local Feeder
Feeder
7 Kep. Mentawai Tua Pejat Collector Collector Collector Collector
8 Padang Muara Padang Collector Collector Collector Collector
9 Padang Teluk Bayur Main Main Main Main

10 Pasaman Barat Air Bangis

11 Pasaman Barat Sasak

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
12 Pasaman Barat Teluk Tapang Collector Collector Collector Collector

13 Pesisir Selatan Muara Haji
Carocok Regional Regional Regional Regional

14 Pesisir Selatan
Painan Feeder Feeder Feeder Feeder

15 Pesisir Selatan Surantih
16 Kep. Mentawai Simailepet Collector Collector Collector Collector
Province: Jambi
1 Jambi Jambi Collector Collector Collector Collector
Tg. Jabung Regional Regional Regional Regional

2 Pangkal Duri
Timur Feeder Feeder Feeder Feeder
Tg. Jabung Local

3 Sungai Jembat Local Feeder Local Feeder Local Feeder
Timur Feeder
Tg. Jabung
4 Kuala Tungkal Collector Collector Collector Collector
Barat
Tg. Jabung Local

5 Air Hitam Laut Local Feeder Local Feeder Local Feeder
Timur Feeder
Tg. Jabung Kuala Regional Regional Regional Regional

6
Timur Mandahara Feeder Feeder Feeder Feeder
Tg. Jabung Local

7 Lambur Luar Local Feeder Local Feeder Local Feeder
Timur Feeder

8 Muara delli
Barat Feeder Feeder Feeder Feeder
Tg. Jabung
9 Muara Sabak Collector Collector Collector Collector
Timur

10 Nipah Panjang
Tg. Jabung Local

11 Pamusiran Local Feeder Local Feeder Local Feeder
Timur Feeder
12 Tg. Jabung Simbur Naik Local Local Feeder Local Feeder Local Feeder

119
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Timur Feeder
Tg. Jabung Local

13 Sungai Lokan Local Feeder Local Feeder Local Feeder
Timur Feeder
14 Muaro Jambi Talang Duku Collector Collector Collector Collector
Tg. Jabung
15 Ujung Jabung Main Main Main Main
Timur
Province: Bengkulu
1 Kaur Pulau Baai Collector Main Main Main
Bintuhan/ Regional Regional Regional Regional

2 Kaur
Linau Feeder Feeder Feeder Feeder
Bengkulu Malakoni/P. Regional Regional Regional Regional

3
Selatan Enggano Feeder Feeder Feeder Feeder
Local Regional Regional

4 Muko - Muko Muko-Muko Local Feeder
Feeder Feeder Feeder
Province: Bangka Belitung
1 Bangka Belinyu Collector Collector Collector Collector

2 Bangka Sungai Liat
Local
3 Bangka Jelentik Local Feeder Local Feeder Local Feeder
Feeder

4 Bangka Tanjung Kalian
5 Bangka Barat Muntok Collector Collector Collector Collector
Pangkal
6 Pangkal Balam Collector Collector Collector Collector
Pinang
Bangka Regional Regional Regional Regional

7 Sungai Selan
Tengah Feeder Feeder Feeder Feeder
Bangka Tanjung Regional Regional

8 Collector Collector
Tengah Berikat Feeder Feeder
9 Bangka Tanjung Sadai Collector Collector Collector Collector

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Tengah
Bangka
10 Tanjung Sadai Collector Collector Collector Collector
Selatan
Bangka Regional Regional Regional Regional

Toboali
Selatan Feeder Feeder Feeder Feeder
11 Belitung Timur Manggar Collector Collector Collector Collector
12 Belitung Timur Dendang Collector Collector Collector Collector
Pulau Buku Local

13 Belitung Timur Local Feeder Local Feeder Local Feeder
Limau Feeder
Local
14 Belitung Timur Pulau Long Local Feeder Local Feeder Local Feeder
Feeder
Local
15 Belitung Timur Pulau Sekunyit Local Feeder Local Feeder Local Feeder
Feeder
Pulau Local
16 Belitung Timur Local Feeder Local Feeder Local Feeder
Ketapang Feeder
Local
17 Belitung Timur Pulau Batu Local Feeder Local Feeder Local Feeder
Feeder
Tanjung
18 Belitung Collector Collector Collector Collector
Pandan
19 Belitung Tanjung Batu Collector Collector Collector Collector
Province: South Sumatera
Tanjung Api- Regional Regional Regional Regional

1 Banyu Asin
Api Feeder Feeder Feeder Feeder
Musi Banyu Regional Regional Regional Regional

2 Karang Agung
Asin Feeder Feeder Feeder Feeder
3 OKI Sungai Lumpur Collector Collector Collector Collector
4 Banyu Asin Sungai Lais Collector Collector Collector Collector
Kuala Regional Regional Regional Regional

5 OKI
Duabelas Feeder Feeder Feeder Feeder
6 OKI Sungai Batang Regional Regional Regional Regional

121
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030

7 OKI Sugihan
Boom Baru/
8 Palembang Main Main Main Main
Palembang
Musi Banyu Sungai Regional Regional Regional Regional

9
Asin Sembilang Feeder Feeder Feeder Feeder

10 Mangsang

11 Bayung Lincir

12 Rambah

13 OKI Teluk Pulai

14 Muara Enim Lematang

15 Muara Enim Air Balui
Province: Lampung
Bandar
1 Teluk Betung Collector Collector Collector Collector
Lampung
Local
2 Lampung Barat Krui Local Feeder Local Feeder Local Feeder
Feeder
Lampung Local
3 Kalianda Local Feeder Local Feeder Local Feeder
Selatan Feeder
Lampung Regional Regional Regional Regional

4 Lagundi

5 Sebesi
Bandar
6 Panjang Main Main Main Main
Lampung

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Lampung Local
7 Way Seputih Local Feeder Local Feeder Local Feeder
Tengah Feeder

8 Kuala Penat
Lampung Labuhan Regional Regional Regional Regional

9
Timur Maringgai Feeder Feeder Feeder Feeder
Lampung Local
10 Way Penat Local Feeder Local Feeder Local Feeder
Timur Feeder
Lampung Way Regional Regional Regional Regional

11
Timur Sekampung Feeder Feeder Feeder Feeder

12 Masuji Masuji
13 Tanggamus Kota Agung Collector Collector Collector Collector

14 Tanggamus P. Tabuan
Tulang Regional Regional Regional Regional

15 Teladas
Bawang Feeder Feeder Feeder Feeder

16 Manggala
Tulang Local
17 Sungai Burung Local Feeder Local Feeder Local Feeder
Bawang Feeder
Tulang Tulang
Bawang Bawang

19 Kelumbayan
Lampung
20 Sebalang Collector Collector Collector Collector
Selatan
21 Kota Agung Batu Balai Collector Collector Collector Collector
Province: West Java
Muara Regional Regional Regional Regional

1 Bekasi
Gembong Feeder Feeder Feeder Feeder

123
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Cikarang
2 Bekasi Collector Collector Collector Collector
(dry port)

3 Ciamis Pengandaran
Calang
4 Bandung Collector Collector Collector Collector
(dry port)
5 Cirebon Cirebon Collector Collector Collector Collector

6 Cirebon Muara Gebang
Local
7 Indramayu Eretan Local Feeder Local Feeder Local Feeder
Feeder

8 Indramayu Indramayu
9 Indramayu Balongan Collector Collector Collector Collector

10 Subang Pamanukan
11 Karawang Cilamaya Main Main Main Main
Pelabuhan Regional Regional Regional Regional

12 Sukabumi
Ratu Feeder Feeder Feeder Feeder

13 Sukabumi Muara Citewis
Sindang Regional Regional Regional Regional

14 Cianjur
Barang Feeder Feeder Feeder Feeder

15 Garut Pakenjeng

16 Tasik Malaya Cipatujuh
Province: Banten
Local
1 Lebak M. Binuangan Local Feeder Local Feeder Local Feeder
Feeder

2 Pandeglang Labuhan

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030

3 Serang Anyer Lor
4 Cilegon Banten Main Main Main Main
5 Cilegon Cigading Collector Collector Collector Collector
6 Serang Karangantu Collector Collector Collector Collector
7 Serang Bojonegara Collector Collector Collector Collector
Kresek/ Local
8 Tangerang Local Feeder Local Feeder Local Feeder
Kronjo Feeder
Local
9 Tangerang Muara Dadap Local Feeder Local Feeder Local Feeder
Feeder
Province: DKI Jakarta
1 Jakarta Utara Kalibaru Collector Collector Collector Collector
2 Jakarta Utara Muara Baru Collector Collector Collector Collector
3 Jakarta Utara Sunda Kelapa Collector Collector Collector Collector
Tg. Priok
(including
4 Jakarta Utara Tarumanegara, Main Main Main Main
Marunda
Center, FRSU
LNG (Bekasi))
5 Jakarta Utara Marunda Collector Collector Collector Collector

6 Jakarta Utara Muara Angke
P.Kelapa/Kep.
7 Kep. Seribu Collector Collector Collector Collector
Seribu
Province: Center Java
Regional Regional
1 Batang Batang Collector Collector
Feeder Feeder

2 Brebes Brebes

125
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
3 Brebes Luwut Local Feeder Local Feeder Local Feeder
Feeder
4 Cilacap Tanjung Intan Main Main Main Main

5 Jepara Jepara

6 Jepara Karimun Jawa
7 Pati Juwana Collector Collector Collector Collector
Local
8 Pekalongan Wiradesa Local Feeder Local Feeder Local Feeder
Feeder
Local
9 Pemalang Pemalang Local Feeder Local Feeder Local Feeder
Feeder

10 Rembang Rembang
Jebres
11 Surakarta Collector Collector Collector Collector
(Dry port)
12 Rembang Sluke Collector Collector Collector Collector
13 Semarang Tanjung Emas Main Main Main Main
14 Tegal Tegal Collector Collector Collector Collector
15 Kendal Kendal Collector Collector Collector Collector
Province: East Java
1 Bangkalan Kamal Collector Collector Collector Collector
Local
2 Bangkalan Sepulu Local Feeder Local Feeder Local Feeder
Feeder
3 Bangkalan Telaga Biru Collector Collector Collector Collector
Tanjung Bulu
4 Bangkalan Main Main Main Main
Pandan
5 Bangkalan Socah Main Main Main Main
6 Banyu Wangi Banyu Regional Regional Regional Regional

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Wangi/Boom Feeder Feeder Feeder Feeder
7 Banyu Wangi Tanjung Wangi Main Main Main Main
8 Banyu Wangi Ketapang Collector Collector Collector Collector
9 Gresik Bawean Collector Collector Collector Collector
10 Gresik Gresik Collector Collector Collector Collector
11 Gresik Teluk Lamong Main Main Main Main
Local
12 Sumenep Masalembo Local Feeder Local Feeder Local Feeder
Feeder
13 Lamongan Brondong Collector Collector Collector Collector
14 Lamongan Lis Collector Collector Collector Collector

15 Lamongan Paciran
16 Pamekasan Branta Collector Collector Collector Collector

17 Pamekasan Pasean
18 Pasuruan Pasuruan Collector Collector Collector Collector
Probolinggo/
19 Probolinggo Main Main Main Main
Tg.Tembaga
20 Probolinggo Paiton Collector Collector Collector Collector
Local
21 Sampang Glimandangi Local Feeder Local Feeder Local Feeder
Feeder
Sampang/
22 Sampang Collector Collector Collector Collector
Taddan
Local
23 Sampang Tanlok Local Feeder Local Feeder Local Feeder
Feeder

24 Sampang Tanlok

25 Situbondo Panarukan

127
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
26 Situbondo Besuki Local Feeder Local Feeder Local Feeder
Feeder
Local
27 Situbondo Jangkar Local Feeder Local Feeder Local Feeder
Feeder
28 Situbondo Kalbut Collector Collector Collector Collector
Local
29 Sumanep Gayam Local Feeder Local Feeder Local Feeder
Feeder

30 Sumanep Kaliangat
31 Sumanep Kangean Collector Collector Collector Collector
Local
32 Sumenep P. Raas Local Feeder Local Feeder Local Feeder
Feeder
33 Sumenep Sapudi Collector Collector Collector Collector
34 Sumanep Sepekan Collector Collector Collector Collector
Local
35 Sumanep Giliraja Local Feeder Local Feeder Local Feeder
Feeder
Local
36 Sumanep Dungkek Local Feeder Local Feeder Local Feeder
Feeder
37 Sumanep Pagerungan Collector Collector Collector Collector
Local
38 Sumenep Keramaian Local Feeder Local Feeder Local Feeder
Feeder
Tanjung Perak
(including
39 Surabaya Teluk Lamong, Main Main Main Main
Socah dan
Tanjung
Bulupandan)

40 Tuban Tuban

41 Tuban Tg. Awar-awar
42 Pacitan Pacitan Collector Collector Collector Collector

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
43 Malang Kab. Sendang Biru Collector Collector Collector Collector
Rambipuji
44 Jember Collector Collector Collector Collector
(Dry port)
Province: Bali
Local
1 Klungkung Kusamba Local Feeder Local Feeder Local Feeder
Feeder
Nusa Local
2 Klungkung Local Feeder Local Feeder Local Feeder
Lembongan Feeder
3 Klungkung Nusa Penida Collector Collector Collector Collector
4 Buleleng Buleleng Main Main Main Main
Celukan
5 Buleleng Collector Collector Collector Collector
Bawang

6 Buleleng Pos Sangsit
7 Buleleng Pegametan Collector Collector Collector Collector
8 Buleleng Penuktukan Collector Collector Collector Collector
9 Jembrana Gilimanuk Collector Collector Collector Collector
10 Denpasar Benoa Main Main Main Main
Local
11 Denpasar Sanur Local Feeder Local Feeder Local Feeder
Feeder
Labuhan Local
12 Karangasem Local Feeder Local Feeder Local Feeder
Lalang Feeder
13 Karangasem Padang Baai Collector Collector Collector Collector
Labuan Amuk/
14 Karangasem Main Main Main Main
Tanahampo
Province: West Nusa Tenggara
1 Bima Bima Collector Collector Collector Collector

129
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030

2 Bima Sape

3 Bima Waworada
Local
4 Kab. Dompu Cempi Local Feeder Local Feeder Local Feeder
Feeder
Local
5 Kab. Dompu Calabai Local Feeder Local Feeder Local Feeder
Feeder
Local
6 Kab. Dompu Kempo Local Feeder Local Feeder Local Feeder
Feeder
Kab. Lombok
7 Lembar Collector Collector Collector Collector
Barat
Kab. Lombok Pemenang/ Regional Regional Regional Regional

8
Utara Tanjung Feeder Feeder Feeder Feeder
Kab. Lombok Regional Regional Regional Regional

9 Telong Elong
Kab. Lombok Local

10 Senggigi Local Feeder Local Feeder Local Feeder
Barat Feeder
Kab. Lombok Bangko- Local

11 Local Feeder Local Feeder Local Feeder
Barat Bangko Feeder

12 Labuhan Haji
Kab. Lombok Labuhan

Timur Lombok
Kab. Lombok Local

14 Tg. Luar Local Feeder Local Feeder Local Feeder
Timur Feeder

15 Carik
Utara Feeder Feeder Feeder Feeder
Kab. Sumbawa Local

16 Lalar Local Feeder Local Feeder Local Feeder
Barat Feeder
Local
17 Kab. Sumbawa Badas Local Feeder Local Feeder Local Feeder
Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Kab. Sumbawa
18 Benete Collector Collector Collector Collector
Barat
Local
19 Kab. Sumbawa Alas Local Feeder Local Feeder Local Feeder
Feeder
Province: East Nusa Tenggara
1 Alor Maritaing Collector Collector Collector Collector

2 Alor Baranusa

3 Alor Kalabahi
Local
4 Alor Kabir Local Feeder Local Feeder Local Feeder
Feeder
Local
5 Alor Kolana Local Feeder Local Feeder Local Feeder
Feeder
Local
6 Alor Dulionang Local Feeder Local Feeder Local Feeder
Feeder
Local
7 Alor Moru Local Feeder Local Feeder Local Feeder
Feeder
8 Ende Ippi Collector Collector Collector Collector
9 Ende Ende Collector Collector Collector Collector
Local
10 Ende Pulau Ende Local Feeder Local Feeder Local Feeder
Feeder
Local
11 Ende Maurole Local Feeder Local Feeder Local Feeder
Feeder
12 Flores Timur Larantuka Collector Collector Collector Collector
13 Flores Timur Waiwadan Collector Collector Collector Collector

14 Alor Paitoko

15 Flores Timur Terong

131
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
16 Flores Timur Waiwarang Local Feeder Local Feeder Local Feeder
Feeder
Local
17 Flores Timur Menanga Local Feeder Local Feeder Local Feeder
Feeder
Local
18 Flores Timur Lamakera Local Feeder Local Feeder Local Feeder
Feeder
19 Lembata Balauring Collector Collector Collector Collector
Local
20 Lembata Lewoleba Local Feeder Local Feeder Local Feeder
Feeder
Local
21 Lembata Wulandoni Local Feeder Local Feeder Local Feeder
Feeder
Manggarai Local
22 Mborong Local Feeder Local Feeder Local Feeder
Timur Feeder
Manggarai Local
23 Waiwole Local Feeder Local Feeder Local Feeder
Timur Feeder
Manggarai Local
24 Nanga Baras Local Feeder Local Feeder Local Feeder
Timur Feeder
Manggarai
25 Labuhan Bajo Collector Collector Collector Collector
Barat
Manggarai Regional Regional Regional Regional

26 Komodo
Manggarai Local
27 Nangalili Local Feeder Local Feeder Local Feeder
Barat Feeder
Manggarai Local
28 Rinca Local Feeder Local Feeder Local Feeder
Barat Feeder
Manggarai Local
29 Bari Local Feeder Local Feeder Local Feeder
Barat Feeder

30 Manggarai Reo
Local
31 Manggarai Robek Local Feeder Local Feeder Local Feeder
Feeder
32 Manggarai Iteng Local Local Feeder Local Feeder Local Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Feeder
Local
33 Ngada Aimere Local Feeder Local Feeder Local Feeder
Feeder
Local
34 Ngada Maumbawa Local Feeder Local Feeder Local Feeder
Feeder
Local
35 Ngada Waebela Local Feeder Local Feeder Local Feeder
Feeder
Local
36 Nagekeo Riung Local Feeder Local Feeder Local Feeder
Feeder

37 Nagekeo Maropokot

38 Nagekeo Mbay
39 Sikka Maumere Collector Collector Collector Collector

40 Sikka Wuring
Local
41 Sikka Palue Local Feeder Local Feeder Local Feeder
Feeder
Local
42 Sikka Pemana Local Feeder Local Feeder Local Feeder
Feeder
43 Sikka Laurens Say Collector Collector Collector Collector
Local
44 Sikka Paga Local Feeder Local Feeder Local Feeder
Feeder
Local
45 Sikka Hepang Local Feeder Local Feeder Local Feeder
Feeder
Local
46 Sikka Sukun Local Feeder Local Feeder Local Feeder
Feeder
Local
47 Sumba Barat Binanatu Local Feeder Local Feeder Local Feeder
Feeder
Local
48 Sumba Barat Rua Local Feeder Local Feeder Local Feeder
Feeder
49 Sumba Barat Waikelo Regional Regional Regional Regional

133
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Sumba Barat Local

50 Pero Local Feeder Local Feeder Local Feeder
Daya Feeder
51 Sumba Timur Waingapu Collector Collector Collector Collector
Local
52 Sumba Timur Baing Local Feeder Local Feeder Local Feeder
Feeder
Local
53 Sumba Timur Pulau Salura Local Feeder Local Feeder Local Feeder
Feeder
Local
54 Sumba Timur Gonggi Local Feeder Local Feeder Local Feeder
Feeder
Pelra Local
55 Sumba Timur Local Feeder Local Feeder Local Feeder
Waingapu Feeder

56 Sumba Tengah Mamboro
Local
57 Kupang Naikliu Local Feeder Local Feeder Local Feeder
Feeder
Tenau/
58 Kota Kupang Main Main Main Main
Kupang
Pelra Nunbaun Local

59 Kota Kupang Local Feeder Local Feeder Local Feeder
Sabu Feeder
Timor Tengah Regional Regional Regional Regional

60 Kolbano
Timor Tengah Local

61 Booking Local Feeder Local Feeder Local Feeder
Selatan Feeder
Timor Tengah
62 Wini Collector Collector Collector Collector
Utara

63 Belu Atapupu
Local
64 Rote Ndao Batutua Local Feeder Local Feeder Local Feeder
Feeder
Local
65 Rote Ndao Baa Local Feeder Local Feeder Local Feeder
Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
66 Rote Ndao Ndao Local Feeder Local Feeder Local Feeder
Feeder
Local
67 Rote Ndao Oelaba Local Feeder Local Feeder Local Feeder
Feeder
Local
68 Rote Ndao Papela Local Feeder Local Feeder Local Feeder
Feeder
Local
69 Sabu Raijua Raijua Local Feeder Local Feeder Local Feeder
Feeder

70 Sabu Raijua Seba

71 Sabu Raijua Sabu Timur
Local
72 Sabu Timur Biu Local Feeder Local Feeder Local Feeder
Feeder
Province: West Kalimantan
1 Ketapang Air Hitam Collector Collector Collector Collector
2 Ketapang Kendawangan Collector Collector Collector Collector
3 Ketapang Ketapang Collector Collector Collector Collector
Teluk
4 Ketapang Melano/Teluk Collector Collector Collector Collector
Batang
5 Pontianak Pontianak Main Main Main Main

6 Pontianak Mempawah
7 Kubu Raya Paloh/Sakura Collector Collector Collector Collector

8 Sambas Jaruju
9 Sambas Sambas Collector Collector Collector Collector
10 Sambas Sintete Collector Collector Collector Collector
11 Kubu Utara Singkawang Collector Collector Collector Collector

135
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
12 Kubu Utara Teluk Air Collector Collector Collector Collector

13 Kayong Utara Karimata
Local
14 Kayong Utara Tg. Satai Local Feeder Local Feeder Local Feeder
Feeder
Local
15 Kayong Utara Sukadana Local Feeder Local Feeder Local Feeder
Feeder
Province: Center Kalimantan
Kumai
Kota Waringin
1 (including Collector Collector Collector Collector
Barat
Bumiharjo)
Kota Waringin
2 Pangkalan Bun Collector Collector Collector Collector
Barat
Kota Waringin Regional Regional Regional Regional

3 Natal Kuini
4 Sukamara Sukamara Collector Collector Collector Collector
Local
5 Sukamara Kuala Jelay Local Feeder Local Feeder Local Feeder
Feeder
Kota Waringin Kuala Regional Regional Regional Regional

6
Timur Pembuang Feeder Feeder Feeder Feeder
Kota Waringin Pegatan Regional Regional Regional Regional

7
Timur Mendawai Feeder Feeder Feeder Feeder
Kota Waringin
8 Sampit Main Main Main Main
Timur
Kota Waringin Regional Regional Regional Regional

9 Bagedang
Local
10 Kapuas Behaur Local Feeder Local Feeder Local Feeder
Feeder
11 Kapuas Kuala Kapuas Collector Collector Collector Collector
12 Kapuas Pulang Pisau Collector Collector Collector Collector
13 Kapuas Batanjung Collector Collector Collector Collector

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Kereng Regional Regional Regional Regional

14 Palangka-raya
Bengkirai Feeder Feeder Feeder Feeder
Teluk Regional Regional Regional Regional

15 Palangka-raya
Sebangau Feeder Feeder Feeder Feeder

16 Palangka-raya Bukit Pinang

17 Barito Selatan Kelanis

18 Barito Selatan Rangga Ilung
Teluk
19 Seruyan Sigintung/ Collector Collector Collector Collector
Seruyan
Province: South Kalimantan
1 Banjarmasin Banjarmasin Main Main Main Main
Gunung Batu Local

2 Kotabaru Local Feeder Local Feeder Local Feeder
Besar Feeder
3 Kotabaru Stagen Collector Collector Collector Collector
4 Kotabaru Kota Baru Collector Collector Collector Collector
5 Kotabaru Sebuku Collector Collector Collector Collector
6 Kotabaru Mekar Putih Main Main Main Main
Satui/ Local
7 Tanah Bumbu Local Feeder Local Feeder Local Feeder
Sel Danau Feeder
Simp. Empat
8 Tanah Bumbu Collector Collector Collector Collector
Batu Licin

9 Tanah Bumbu Pegatan

10 Tanah Bumbu Sungai Loban
11 Tanah Laut Kintap Collector Collector Collector Collector

137
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Pelaihari/
12 Tanah Laut Collector Collector Collector Collector
Swarangan
13 Tanah Laut Tanjung Dewa Main Main Main Main
Province: East Kalimantan
1 Balikpapan Balikpapan Main Main Main Main
2 Balikpapan Kampung Baru Collector Collector Collector Collector
Local
3 Berau Talisayan Local Feeder Local Feeder Local Feeder
Feeder
4 Berau Tanjung Redep Collector Collector Collector Collector
5 Bontang Lhok Tuan Collector Collector Collector Collector
6 Bontang Tanjung Laut Collector Collector Collector Collector
Tanjung
7 Bontang Collector Collector Collector Collector
Santan
8 Nunukan Nunukan Collector Collector Collector Collector

9 Bulungan Tanjung Selor
10 Tarakan Tarakan Collector Collector Collector Collector
Kutai
11 Kuala Semboja Collector Collector Collector Collector
Kertanegara
Kutai Regional Regional Regional Regional

12 Sabulu
Kertanegara Feeder Feeder Feeder Feeder
13 Kutai Timur Sangata Collector Collector Collector Collector
14 Kutai Timur Maloy Collector Collector Collector Collector

15 Kutai Timur Sangkulirang
Sungai
16 Nunukan Collector Collector Collector Collector
Nyamuk
17 Paser Tanah Grogot Collector Collector Collector Collector

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
18 Paser Teluk Adang Collector Collector Collector Collector
Samarinda
19 Samarinda (including Collector Collector Collector Collector

Palaran,
Tanjung Isuy)
Penajam Paser
20 Penajam Paser Collector Collector Collector Collector
Utara
21 Tana Tidung Pulau Bunyu Collector Collector Collector Collector
Local
22 Tana Tidung Sesayap Local Feeder Local Feeder Local Feeder
Feeder
Province: North Sulawesi

1 Bitung Air Tembaga
2 Bitung Bitung Main Main Main Main
Local
3 Minahasa Kora-Kora Local Feeder Local Feeder Local Feeder
Feeder
Minahasa Local
4 Montehage Local Feeder Local Feeder Local Feeder
Utara Feeder
Minahasa Munte/ Regional Regional Regional Regional

5
Utara Likupang Barat Feeder Feeder Feeder Feeder
Minahasa Local
6 Gangga Local Feeder Local Feeder Local Feeder
Utara Feeder
Minahasa Local
7 Bangka Local Feeder Local Feeder Local Feeder
Utara Feeder
Minahasa Local
8 Talise Local Feeder Local Feeder Local Feeder
Utara Feeder
Minahasa Local
9 Nain Local Feeder Local Feeder Local Feeder
Utara Feeder
Minahasa Local
10 Wori Local Feeder Local Feeder Local Feeder
Utara Feeder
11 Minahasa Likupang Local Local Feeder Local Feeder Local Feeder

139
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Utara Feeder
Minahasa
12 Amurang Collector Collector Collector Collector
Selatan
Minahasa Local
13 Kema Local Feeder Local Feeder Local Feeder
Utara Feeder
Minahasa Regional Regional Regional Regional

14 Belang
Tenggara Feeder Feeder Feeder Feeder
Minahasa Local
15 Tumbak Local Feeder Local Feeder Local Feeder
Tenggara Feeder
B. Mangondow Local
16 Ketabunan Local Feeder Local Feeder Local Feeder
Timur Feeder
B. Mangondow Local
17 Molibagu Local Feeder Local Feeder Local Feeder
Selatan Feeder
B. Mangondow Regional Regional Regional Regional

18 Torosik
19 B. Mangondow Labuhan Uki Collector Collector Collector Collector
B. Mangondow Local
20 Boroko Local Feeder Local Feeder Local Feeder
Utara Feeder
B. Mangondow Regional Regional Regional Regional

21 Tg. Sidupa
22 Manado Manado Collector Collector Collector Collector
Local
23 Kep. Sitaro Biaro Local Feeder Local Feeder Local Feeder
Feeder

24 Kep. Sitaro Sawang
25 Kep. Sitaro Pehe Collector Collector Collector Collector

26 Kep. Sitaro Tagulandang
Local
27 Kep. Sitaro Ulu Siau Local Feeder Local Feeder Local Feeder
Feeder
28 Kep. Sangihe Marore Collector Collector Collector Collector

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
29 Kep. Sangihe Petta Collector Collector Collector Collector
30 Kep. Sangihe Tahuna Collector Collector Collector Collector
Local
31 Kep. Sangihe Tamako Local Feeder Local Feeder Local Feeder
Feeder
Local
32 Kep. Sangihe Kawaluso Local Feeder Local Feeder Local Feeder
Feeder
Local
33 Kep. Sangihe Bentung Local Feeder Local Feeder Local Feeder
Feeder

34 Kep.Sangihe Makalehi
Local
35 Kep.Sangihe Pananaru Local Feeder Local Feeder Local Feeder
Feeder
Local
36 Kep.Sangihe Para Local Feeder Local Feeder Local Feeder
Feeder
Local
37 Kep.Sangihe Kahakitang Local Feeder Local Feeder Local Feeder
Feeder
Local
38 Kep.Sangihe Kalama Local Feeder Local Feeder Local Feeder
Feeder
Local
39 Kep.Sangihe Lipang Local Feeder Local Feeder Local Feeder
Feeder
Local
40 Kep.Sangihe Bukide Local Feeder Local Feeder Local Feeder
Feeder
Local
41 Kep.Sangihe Matutuang Local Feeder Local Feeder Local Feeder
Feeder

42 Kep.Sangihe Kawio
Local
43 Kep.Talaud Gemeh Local Feeder Local Feeder Local Feeder
Feeder

44 Kep.Talaud Kokorotan
Local
45 Kep.Talaud Intata Local Feeder Local Feeder Local Feeder
Feeder

141
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Kutai Regional Regional Regional Regional

46 Sabulu
Kertanegara Feeder Feeder Feeder Feeder
47 Kutai Timur Sangata Collector Collector Collector Collector
48 Kutai Timur Maloy Collector Collector Collector Collector

49 Kutai Timur Sangkulirang
Sungai
50 Nunukan Collector Collector Collector Collector
Nyamuk
51 Paser Tanah Grogot Collector Collector Collector Collector
52 Paser Teluk Adang Collector Collector Collector Collector
53 Samarinda Samarinda Collector Collector Collector Collector
Penajam Paser
54 Penajam Paser Collector Collector Collector Collector
Utara
55 Tana Tidung Pulau Bunyu Collector Collector Collector Collector
Local
56 Tana Tidung Sesayap Local Feeder Local Feeder Local Feeder
Feeder
Province: Gorontalo
Local
1 Pohuwato Lemito Local Feeder Local Feeder Local Feeder
Feeder
Local
2 Pohuwato Marisa Local Feeder Local Feeder Local Feeder
Feeder
Local
3 Pohuwato Papayato Local Feeder Local Feeder Local Feeder
Feeder
Gorontalo
4 Anggrek Collector Collector Collector Collector
Utara

5 Gorontalo Bumbulan
Gorontalo Local
6 Gentuma Local Feeder Local Feeder Local Feeder
Utara Feeder
7 Gorontalo Gorontalo Collector Collector Collector Collector

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Gorontalo
8 Kwandangan Collector Collector Collector Collector
Utara
Gorontalo Local
9 Tolinggula Local Feeder Local Feeder Local Feeder
Utara Feeder
10 Bualemo Tilamuta Collector Collector Collector Collector
Local
11 Bualemo Wongosari Local Feeder Local Feeder Local Feeder
Feeder
Province: Center Sulawesi
Banggai
1 Banggai Collector Collector Collector Collector
Kepulauan

2 Banggai Bunta
3 Banggai Luwuk Collector Collector Collector Collector
4 Banggai Pagimana Collector Collector Collector Collector
Banggai Sabang/ Local

5 Kepulauan Local Feeder Local Feeder Local Feeder
P. Peleng Feeder
Banggai Regional Regional Regional Regional

6 Salakan
Kepulauan Feeder Feeder Feeder Feeder
Banggai Local
7 Tinakin Laut Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
8 Dodung Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
9 Liana Banggai Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
10 Banggai Tangkiang Collector Collector Collector Collector
11 Morowali Bungku Collector Collector Collector Collector
12 Morowali Kolonedale Collector Collector Collector Collector
13 Morowali Wosu Collector Collector Collector Collector
Local
14 Morowali Menuai Local Feeder Local Feeder Local Feeder
Feeder

143
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030

15 Morowali Sambalagi
Local
16 Morowali Baturube Local Feeder Local Feeder Local Feeder
Feeder
Local
17 Buol Kumaligon Local Feeder Local Feeder Local Feeder
Feeder
18 Buol Lokodidi Collector Collector Collector Collector
Local
19 Buol Palele Local Feeder Local Feeder Local Feeder
Feeder
20 Buol Leok Collector Collector Collector Collector
Local
21 Parigi Moutong Moutong Local Feeder Local Feeder Local Feeder
Feeder

22 Parigi Moutong Parigi
23 Donggala Donggala Collector Collector Collector Collector

24 Donggala Sabang
25 Donggala Wani Collector Collector Collector Collector
26 Donggala Ogoamas Collector Collector Collector Collector
27 Palu Pantoloan Main Main Main Main
28 Poso Poso Collector Collector Collector Collector
29 Tojo Una-Una Ampana Collector Collector Collector Collector
Local
30 Tojo Una-Una Wakai Local Feeder Local Feeder Local Feeder
Feeder
Local
31 Tojo Una-Una Popoli Local Feeder Local Feeder Local Feeder
Feeder
Local
32 Tojo Una-Una Mantangisi Local Feeder Local Feeder Local Feeder
Feeder
Local
33 Toli-Toli Ogotua Local Feeder Local Feeder Local Feeder
Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
34 Toli-Toli Toli-toli Collector Collector Collector Collector
Banggai Local
35 Lampio (I,II,III) Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
36 Posisi/Banggai Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
37 Lokotoy Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
38 Matanga Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
39 Kapela Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
40 Gonggong Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
41 Bungin (III,IV) Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
42 Gasuang Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
43 Ndindibung Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Mbuang- Local

Kepulauan Mbuang Feeder
Banggai Panapat/ Local

Kepulauan Mandel Feeder

Kepulauan Dendek Feeder

Kepulauan Konalu Feeder
Banggai Local
48 Panapat Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Kokondang Local

Kepulauan (I,II) Feeder

145
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Banggai Local
50 Toropot Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
51 Paisubebe Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
52 Kaukes Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
53 Timpaus Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
54 Kasuari Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
55 Sonit (I,II) Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
56 Komba-Komba Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
57 Oluno Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
58 Bulagi Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
59 Lupamenteng Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
60 Boloan Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
61 Lolantang Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
62 Palapat Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
63 Lumbilumbia Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
64 Batangono Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
65 Lalengan Local Feeder Local Feeder Local Feeder
Kepulauan Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Banggai Local
66 Tataba Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
67 Popisi Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
68 Tolulos Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
69 Kindandal Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
70 Liang Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
71 Boyomoute Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
72 Salakan (I,II) Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
73 Bulungkobit Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
74 Bungin (I,II) Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
75 Bakalan Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
76 Tinangkung Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
77 Tebing Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
78 Kalumbatan Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
79 Mansalean Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
80 Paisulamo Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
81 Alasan Local Feeder Local Feeder Local Feeder
Kepulauan Feeder

147
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Banggai Local
82 Padingtian Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
83 Talas Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
84 Lipulalongo Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
85 Lalong Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
86 Sasabobok Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
87 Tabulan Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
88 Mbeleang Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
89 Kalupapi Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
90 Togong Sagu Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
91 Tadono Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Local
92 Lantibun Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Banggai Ponding - Local

Kepulauan Poding Feeder
Province: South Sulawesi
Local
1 Bantaeng Bantaeng Local Feeder Local Feeder Local Feeder
Feeder
Awarange/
2 Barru Collector Collector Collector Collector
Barru
Local
3 Barru Pancana Local Feeder Local Feeder Local Feeder
Feeder
4 Barru Labuange Local Local Feeder Local Feeder Local Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Feeder
5 Barru Garongkong Collector Collector Collector Collector
6 Bone Bajoe Collector Collector Collector Collector
Barebbo/ Local
7 Bone Local Feeder Local Feeder Local Feeder
Kading Feeder
Uloe/ Local
8 Bone Local Feeder Local Feeder Local Feeder
Cendrana Feeder
Local
9 Bone Wartuo Local Feeder Local Feeder Local Feeder
Feeder

10 Bone Tujuh-Tujuh

11 Bone Pattirobajo
Local
12 Bone Lapangkong Local Feeder Local Feeder Local Feeder
Feeder
Bira/ Local
13 Bulukumba Local Feeder Local Feeder Local Feeder
Tanah Beru Feeder
14 Bulukumba Bulukumba Collector Collector Collector Collector
Local
15 Bulukumba Kajang Local Feeder Local Feeder Local Feeder
Feeder
16 Jeneponto Jeneponto Collector Collector Collector Collector
17 Luwu Malili Collector Collector Collector Collector
Local
18 Luwu Larompong Local Feeder Local Feeder Local Feeder
Feeder
Ulo-Ulo/ Local
19 Luwu Local Feeder Local Feeder Local Feeder
Belopa Feeder
20 Luwu Siwa Collector Collector Collector Collector
Local
21 Luwu Maccini Baji Local Feeder Local Feeder Local Feeder
Feeder
22 Luwu Timur Wotu Local Local Feeder Local Feeder Local Feeder

149
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Feeder

23 Luwu Timur Lampia

24 Luwu Timur Belantang
Tanjung Regional Regional Regional Regional

25 Luwu Timur
Mangkasa Feeder Feeder Feeder Feeder
Local
26 Luwu Utara Coppasolo Local Feeder Local Feeder Local Feeder
Feeder
Pangkajene
27 Biringkasi Collector Collector Collector Collector
Kepulauan
Pangkajene Local
28 S.Pangkajene Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Pangkajene P.Balang Local

Kepulauan Lompo Feeder
Pangkajene P. Local
Kepulauan Kalukalukuang Feeder
Pangkajene Local
31 P.Sapuka Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Galesong/ Regional Regional Regional Regional

32 Takalar
takalar Feeder Feeder Feeder Feeder
33 Palopo Palopo Collector Collector Collector Collector
34 Pinrang Kayuanging Collector Collector Collector Collector

35 Pinrang Marabombang
Local
36 Pinrang Langnga Local Feeder Local Feeder Local Feeder
Feeder
Local
37 Pinrang Ujung Lero Local Feeder Local Feeder Local Feeder
Feeder
Local
38 Selayar Bonerate Local Feeder Local Feeder Local Feeder
Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030

39 Selayar Jampea
40 Selayar Pammatata Collector Collector Collector Collector
41 Selayar Selayar Collector Collector Collector Collector
Local
42 Selayar Bone Lohe Local Feeder Local Feeder Local Feeder
Feeder
Local
43 Selayar Appatana Local Feeder Local Feeder Local Feeder
Feeder
Local
44 Selayar Batongmata Local Feeder Local Feeder Local Feeder
Feeder
Local
45 Selayar Padang Local Feeder Local Feeder Local Feeder
Feeder
Benteng/ Local
46 Selayar Local Feeder Local Feeder Local Feeder
Rauf Rahman Feeder
Local
47 Selayar Kayuadi Local Feeder Local Feeder Local Feeder
Feeder
Local
48 Selayar Kalatoa Local Feeder Local Feeder Local Feeder
Feeder
Local
49 Selayar Biropa Local Feeder Local Feeder Local Feeder
Feeder
Local
50 Selayar P.Jinto Local Feeder Local Feeder Local Feeder
Feeder
Local
51 Sinjai Burung Leo Local Feeder Local Feeder Local Feeder
Feeder
Local
52 Sinjai Kambuna Local Feeder Local Feeder Local Feeder
Feeder
Sinjai/
53 Sinjai Collector Collector Collector Collector
Larea-rea
54 Makasar Makassar Main Main Main Main
55 Makasar Paotere Collector Collector Collector Collector

151
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030

56 Wajo Wajo
Jalang/ Regional Regional Regional Regional

57 Wajo
Cendrane Feeder Feeder Feeder Feeder
Local
58 Wajo Doping Local Feeder Local Feeder Local Feeder
Feeder
Local
59 Wajo Danggae Local Feeder Local Feeder Local Feeder
Feeder
60 Pare-pare Pare-Pare Collector Collector Collector Collector
61 Pare-pare Capa Ujung Collector Collector Collector Collector
Local
62 Pangkajene Liukang Local Feeder Local Feeder Local Feeder
Feeder
Province: West Sulawesi

1 Majene Majene
Local
2 Majene Mulunda Local Feeder Local Feeder Local Feeder
Feeder
Local
3 Majene Palipi Local Feeder Local Feeder Local Feeder
Feeder
Local
4 Majene Pamboang Local Feeder Local Feeder Local Feeder
Feeder
Local
5 Majene Sendana Local Feeder Local Feeder Local Feeder
Feeder
6 Mamuju Belang-belang Collector Collector Collector Collector
Budong- Local
7 Mamuju Local Feeder Local Feeder Local Feeder
Budong Feeder
Local
8 Mamuju Kaluku Local Feeder Local Feeder Local Feeder
Feeder
9 Mamuju Mamuju Collector Collector Collector Collector
Local
10 Mamuju Sampaga Local Feeder Local Feeder Local Feeder
Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
11 Mamuju Tappalang Local Feeder Local Feeder Local Feeder
Feeder
Local
12 Mamuju Utara Pasang Kayu Local Feeder Local Feeder Local Feeder
Feeder
Polewali Campalang- Local

Mandar lang Feeder
Polewali
14 Tanjung Silopo Collector Collector Collector Collector
Mandar
Polewali Local
15 Tinambung Local Feeder Local Feeder Local Feeder
Mandar Feeder
Local
16 Morowali Ulunambo Local Feeder Local Feeder Local Feeder
Feeder
Local
17 Mamuju Utara Bambaloka Local Feeder Local Feeder Local Feeder
Feeder
Local
18 Mamuju Ambo Local Feeder Local Feeder Local Feeder
Feeder
Local
19 Mamuju Salisingan Local Feeder Local Feeder Local Feeder
Feeder
Local
20 Mamuju Poongpongan Local Feeder Local Feeder Local Feeder
Feeder
Province: Southeast Sulawesi

1 Buton Banabungi
Local
2 Buton Siompu Local Feeder Local Feeder Local Feeder
Feeder
Local
3 Buton Lawele Local Feeder Local Feeder Local Feeder
Feeder
Local
4 Buton Lasalimu Local Feeder Local Feeder Local Feeder
Feeder
Local
5 Buton Telaga Raya Local Feeder Local Feeder Local Feeder
Feeder
6 Bombana Sikeli Collector Collector Collector Collector

153
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
7 Bombana Kasipute Local Feeder Local Feeder Local Feeder
Feeder
Local
8 Bombana Boepinang Local Feeder Local Feeder Local Feeder
Feeder
Local
9 Bombana Dongkala Local Feeder Local Feeder Local Feeder
Feeder
Local
10 Bombana Wamengkoli Local Feeder Local Feeder Local Feeder
Feeder

11 Buton Utara Ereke
Labuhan Local
12 Buton Utara Local Feeder Local Feeder Local Feeder
Belanda Feeder

13 Wakatobi Keledupa
Local
14 Wakatobi Papeliya Local Feeder Local Feeder Local Feeder
Feeder
Local
15 Wakatobi Waha/ Usuku Local Feeder Local Feeder Local Feeder
Feeder
16 Wakatobi Wanci Collector Collector Collector Collector
17 Bau-Bau Bau--Bau Collector Collector Collector Collector
18 Kendari Bungkutoko Collector Collector Collector Collector
19 Kendari Kendari Collector Collector Collector Collector
Local
20 Kendari Langara Local Feeder Local Feeder Local Feeder
Feeder
Local
21 Kendari Munse Local Feeder Local Feeder Local Feeder
Feeder
Konawe Local
22 Torobulu Local Feeder Local Feeder Local Feeder
Selatan Feeder
Local
23 Konawe Utara Molawe Local Feeder Local Feeder Local Feeder
Feeder
24 Konawe Utara Matarape Local Local Feeder Local Feeder Local Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Feeder
Local
25 Konawe Utara Lameluru Local Feeder Local Feeder Local Feeder
Feeder
Local
26 Kolaka Dawi-dawi Local Feeder Local Feeder Local Feeder
Feeder
27 Kolaka Kolaka Collector Collector Collector Collector
Local
28 Kolaka Wollo Local Feeder Local Feeder Local Feeder
Feeder
29 Kolaka Pomalaa Collector Collector Collector Collector

30 Kolaka Rante Angin
Local
31 Kolaka Tangke Tada Local Feeder Local Feeder Local Feeder
Feeder
Local
32 Kolaka Toari Local Feeder Local Feeder Local Feeder
Feeder
Local
33 Kolaka Malombo Local Feeder Local Feeder Local Feeder
Feeder
Local
34 Kolaka Utara Lasusua Local Feeder Local Feeder Local Feeder
Feeder

35 Kolaka Utara Olo-Oloho
36 Kolaka Utara Watunohu Collector Collector Collector Collector
Local
37 Muna Maligano Local Feeder Local Feeder Local Feeder
Feeder
Local
38 Muna Burangan Local Feeder Local Feeder Local Feeder
Feeder
39 Muna Raha Collector Collector Collector Collector
Local
40 Muna Tampo Local Feeder Local Feeder Local Feeder
Feeder
Province: North Maluku
1 Tidore Kep. Gita/Payahe Regional Regional Regional Regional

155
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030

2 Tidore Kep. Soasio/Goto
Local
3 Tidore Kep. Maidi/Lifofa Local Feeder Local Feeder Local Feeder
Feeder
4 Tidore Kep. Sofifi Collector Collector Collector Collector
Local
5 Tidore Kep. Leoleo Oba Local Feeder Local Feeder Local Feeder
Feeder

6 Tidore Kep. Guruaping Oba
Local
7 Tidore Kep. Maitara Local Feeder Local Feeder Local Feeder
Feeder
Local
8 Tidore Kep. Mare Local Feeder Local Feeder Local Feeder
Feeder
Local
9 Tidore Kep. Galala Oba Local Feeder Local Feeder Local Feeder
Feeder
Local
10 Tidore Kep. Somahode Local Feeder Local Feeder Local Feeder
Feeder
Local
11 Tidore Kep. Lola Oba Local Feeder Local Feeder Local Feeder
Feeder
Local
12 Tidore Kep. Rum Local Feeder Local Feeder Local Feeder
Feeder
Halmahera Regional Regional Regional Regional

13 Matui
Halmahera Local
14 Ibu Local Feeder Local Feeder Local Feeder
Barat Feeder
Halmahera Local
15 Kedi/ Loloda Local Feeder Local Feeder Local Feeder
Barat Feeder
Jailolo
16 (Including
Ujung Pulau)
17 Halmahera Bataka Local Local Feeder Local Feeder Local Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Barat Feeder
Halmahera Local
18 Susupu Local Feeder Local Feeder Local Feeder
Barat Feeder
Halmahera Local
19 Bobane Igo Local Feeder Local Feeder Local Feeder
Barat Feeder
Halmahera Local
20 Sidangoli Local Feeder Local Feeder Local Feeder
Barat Feeder
Halmahera
21 Tobelo Collector Collector Collector Collector
Utara
Halmahera Local
22 Bobane Igo Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
23 Salimuli Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
24 Tolonuwo Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
25 Dama Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
26 Kao Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera P. Amutu Local

Utara Besar Feeder

28 Galela
Halmahera Local
29 Bataka Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
30 Daru Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
31 Kupa-Kupa Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
32 Pacao Local Feeder Local Feeder Local Feeder
Utara Feeder

157
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Halmahera Local
33 Asmiro Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
34 Dorume Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
35 Gurua Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
36 Sopu Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
37 Ngajam Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
38 Gonga Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
39 Tutumaleo Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
40 Gisi Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
41 Cera Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
42 Tupu-tupu Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
43 Dedeta Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
44 Kakara Local Feeder Local Feeder Local Feeder
Utara Feeder
Halmahera Local
45 Pigaraja Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
46 Loleo Jaya Local Feeder Local Feeder Local Feeder
Selatan Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Halmahera Local
47 Pelita Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
48 Taneti Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
49 Lelei Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
50 Lata-lata Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
51 Busua Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
52 Laluin Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
53 Makian Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
54 Dolik Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
55 Fulai Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
56 Doro Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
57 Kotiti Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
58 Tawa Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
59 Gane Dalam Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Posi-Posi Local

Selatan Gane Feeder
Halmahera Local
61 Wosi Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
62 Bisui Local Feeder Local Feeder Local Feeder
Selatan Feeder

159
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030

63 Obilatu
Halmahera Local
64 Mandopolo Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
65 Pasipalele Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
66 Wayaloar Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
67 Wayauwa Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
68 Labuha Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera
69 Babang Collector Collector Collector Collector
Selatan
Halmahera Local
70 Laiwui Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
71 Saketa Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
72 Pulau Kayoa Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Guruaping Local

Selatan Kayoa Feeder
Halmahera
74 Mafa Collector Collector Collector Collector
Selatan
Halmahera Local
75 Kawasi Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
76 Loleo Obi Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
77 Kelo Local Feeder Local Feeder Local Feeder
Selatan Feeder
Local
78 Halmahera Sum Local Feeder Local Feeder Local Feeder
Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Selatan
Halmahera Local
79 Pulau Tapa Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Manu/ Local

Selatan Gamumu Feeder
Halmahera Local
81 Indari Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
82 Kupal Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
83 Yaba Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
84 Palamea Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
85 Indong Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
86 Bajo Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
87 Lele Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
88 Tagono Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
89 Samo Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
90 Dowora Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
91 Kukupang Local Feeder Local Feeder Local Feeder
Selatan Feeder
92 Bibinoy Local Local Feeder Local Feeder Local Feeder

Halmahera

161
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Selatan Feeder
Halmahera Local
93 Nang kokotu Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
94 Geti Lama Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
95 Belang-belang Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
96 Nusa R Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera Local
97 Pulau Widi Local Feeder Local Feeder Local Feeder
Selatan Feeder
Halmahera
98 P. Gebe Collector Collector Collector Collector
Tengah
Halmahera Local
99 Patani Local Feeder Local Feeder Local Feeder
Tengah Feeder
Halmahera Local
100 Weda Local Feeder Local Feeder Local Feeder
Tengah Feeder

101 Mesa

102 Banemo
Halmahera Local
103 Paniti Local Feeder Local Feeder Local Feeder
Tengah Feeder
Halmahera Local
104 Gemia Local Feeder Local Feeder Local Feeder
Tengah Feeder
Halmahera Local
105 Tapaleo Local Feeder Local Feeder Local Feeder
Tengah Feeder

106 Manitingting
Halmahera Local
107 Lolasita Local Feeder Local Feeder Local Feeder
Timur Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Halmahera Local
108 Akelamo Local Feeder Local Feeder Local Feeder
Timur Feeder
Halmahera Local
109 Sepo Local Feeder Local Feeder Local Feeder
Timur Feeder
Halmahera Local
110 Dorosagu Local Feeder Local Feeder Local Feeder
Timur Feeder
Halmahera Local
111 Subaim Local Feeder Local Feeder Local Feeder
Timur Feeder

112 Buli
Halmahera Local
113 Wasile Local Feeder Local Feeder Local Feeder
Timur Feeder

114 Bicoli
Halmahera Local
115 Patilean/Miyaf Local Feeder Local Feeder Local Feeder
Timur Feeder
Halmahera Local
116 Maba Pura Local Feeder Local Feeder Local Feeder
Timur Feeder

117 Pulau Morotai Daruba
Local
118 Pulau Morotai Bere - Bere Local Feeder Local Feeder Local Feeder
Feeder
Local
119 Pulau Morotai Posi-Posi Local Feeder Local Feeder Local Feeder
Feeder
Local
120 Pulau Morotai Wayabula Local Feeder Local Feeder Local Feeder
Feeder
Local
121 Pulau Morotai Sopi Local Feeder Local Feeder Local Feeder
Feeder
122 Ternate Ternate/A.Yani Main Main Main Main

123 Ternate Bastiong
124 Ternate Dufa-Dufa Regional Regional Regional Regional

163
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
125 Ternate Sulamadaha Local Feeder Local Feeder Local Feeder
Feeder
Local
126 Ternate Hiri Local Feeder Local Feeder Local Feeder
Feeder

127 Ternate Miyau
Local
128 Ternate Moti Local Feeder Local Feeder Local Feeder
Feeder
Local
129 Ternate Tifure Local Feeder Local Feeder Local Feeder
Feeder
Armada Semut Local

130 Ternate Local Feeder Local Feeder Local Feeder
Mangga Dua Feeder
Tidore Local
131 Galala Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Tidore Local
132 Guruaping Oba Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Tidore
133 Mangole Collector Collector Collector Collector
Kepulauan
Tidore Local
134 Goto Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Tidore Local
135 Rum Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Tidore Local
136 Maitara Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Tidore Local
137 Mare Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Tidore
138 Sofifi Collector Collector Collector Collector
Kepulauan
Tidore Local
139 Somadehe Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Tidore Local
140 Maidi/Lifofa Local Feeder Local Feeder Local Feeder
Kepulauan Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Tidore Local
141 Loleo Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Tidore Local
142 Lola Local Feeder Local Feeder Local Feeder
Kepulauan Feeder
Kepulauan Regional Regional Regional Regional

143 Sanana
Sula Feeder Feeder Feeder Feeder
Kepulauan Local
144 Bobong Local Feeder Local Feeder Local Feeder
Sula Feeder
Kepulauan Local
145 Dofa Local Feeder Local Feeder Local Feeder
Sula Feeder
Kepulauan Local
146 Penu Local Feeder Local Feeder Local Feeder
Sula Feeder
Kepulauan Local
147 Samuya Local Feeder Local Feeder Local Feeder
Sula Feeder
Kepulauan Local
148 Loseng Local Feeder Local Feeder Local Feeder
Sula Feeder
Kepulauan Local
149 Pas Ipa Local Feeder Local Feeder Local Feeder
Sula Feeder
Kepulauan Local
150 Nggele Local Feeder Local Feeder Local Feeder
Sula Feeder
Kepulauan Local
151 Lede Local Feeder Local Feeder Local Feeder
Sula Feeder
Kepulauan Local
152 Bapenu Local Feeder Local Feeder Local Feeder
Sula Feeder

153 Tikong
Kepulauan Local
154 Jorjoga Local Feeder Local Feeder Local Feeder
Sula Feeder
Kepulauan Local
155 Malbufa Local Feeder Local Feeder Local Feeder
Sula Feeder
Kepulauan Local
156 Kabau Local Feeder Local Feeder Local Feeder
Sula Feeder

165
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Kepulauan Local
157 Fuata Local Feeder Local Feeder Local Feeder
Sula Feeder
Kepulauan Local
158 Maitina Local Feeder Local Feeder Local Feeder
Sula Feeder

159 Baruakol

160 Gela
Kepulauan
161 Falabisahaya Collector Collector Collector Collector
Sula
Kepulauan Local
162 Tolonuo Local Feeder Local Feeder Local Feeder
Sula Feeder
Province: Maluku
1 Ambon Ambon Main Main Main Main
Maluku
Local
2 Tenggara Adault Local Feeder Local Feeder Local Feeder
Feeder
Barat
Maluku
Local
3 Tenggara Larat Local Feeder Local Feeder Local Feeder
Feeder
Barat
Maluku
4 Tenggara Saumlaki Collector Collector Collector Collector
Barat
Maluku
Local
5 Tenggara Seira Local Feeder Local Feeder Local Feeder
Feeder
Barat
Maluku
Local
6 Tenggara Mahaleta Local Feeder Local Feeder Local Feeder
Feeder
Barat
Maluku
Local
7 Tenggara Sera Local Feeder Local Feeder Local Feeder
Feeder
Barat
Maluku Barat Dawera/ Local

Daya Dawelor Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Maluku Barat Local

9 Hila/Romang Local Feeder Local Feeder Local Feeder
Daya Feeder
Maluku Barat Regional Regional Regional Regional

10 Ilwaki
Maluku Barat Local

11 Kaiwatu/Moa Local Feeder Local Feeder Local Feeder
Daya Feeder
Maluku Barat Local

12 Serwaru Local Feeder Local Feeder Local Feeder
Daya Feeder

13 Tepa

14 Wonreli
Maluku Barat Local

15 Wulur Local Feeder Local Feeder Local Feeder
Daya Feeder
Maluku Barat Local

16 Marsela Local Feeder Local Feeder Local Feeder
Daya Feeder
Maluku Barat Local

17 Serwaru Local Feeder Local Feeder Local Feeder
Daya Feeder
Maluku Barat Local

18 Lirang Local Feeder Local Feeder Local Feeder
Daya Feeder
Local
19 Maluku Tengah Wolu Local Feeder Local Feeder Local Feeder
Feeder

20 Maluku Tengah Kabisadar
Local
21 Maluku Tengah Hitu Local Feeder Local Feeder Local Feeder
Feeder
Local
22 Maluku Tengah Kobisonta Local Feeder Local Feeder Local Feeder
Feeder
23 Maluku Tengah Amahai Collector Collector Collector Collector
Local
24 Maluku Tengah Saparua/Haria Local Feeder Local Feeder Local Feeder
Feeder
25 Maluku Tengah Tulehu Collector Collector Collector Collector

167
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030

26 Maluku Tengah Wahai
27 Maluku Tengah Banda Naira Collector Collector Collector Collector
Local
28 Maluku Tengah Kesui Local Feeder Local Feeder Local Feeder
Feeder
Maluku Local
29 Tehoru Local Feeder Local Feeder Local Feeder
Tenggara Feeder
Maluku Local
30 Elat Local Feeder Local Feeder Local Feeder
Tenggara Feeder
Maluku Local
31 Kur Local Feeder Local Feeder Local Feeder
Tenggara Feeder
Seram Bagian
32 Bula Collector Collector Collector Collector
Timur
Seram Bagian Local

33 Geser Local Feeder Local Feeder Local Feeder
Timur Feeder
Seram Bagian Local

34 Bemo Local Feeder Local Feeder Local Feeder
Timur Feeder
Seram Bagian Local

35 Upisera Local Feeder Local Feeder Local Feeder
Barat Feeder
Seram Bagian Local

36 Kairatu Local Feeder Local Feeder Local Feeder
Barat Feeder
Seram Bagian Kataloka/ Local

Barat Ondor Feeder
Seram Bagian Local

38 Lakor Local Feeder Local Feeder Local Feeder
Barat Feeder
Seram Bagian Waimeteng Local

Barat Piru Feeder
Seram Bagian Local

40 Taniwel Local Feeder Local Feeder Local Feeder
Barat Feeder
Seram Bagian
41 Hatu Piru Collector Collector Collector Collector
Barat
42 Seram Bagian Pelita Jaya Local Local Feeder Local Feeder Local Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Barat Feeder
Seram Bagian Local

43 Lokki Local Feeder Local Feeder Local Feeder
Barat Feeder
Seram Bagian Local

44 Waisala Local Feeder Local Feeder Local Feeder
Barat Feeder
Seram Bagian Local

45 Wailey Local Feeder Local Feeder Local Feeder
Barat Feeder
Seram Bagian Local

46 Manipa Local Feeder Local Feeder Local Feeder
Barat Feeder
Seram Bagian Local

47 Toyando Local Feeder Local Feeder Local Feeder
Barat Feeder
Seram Bagian Local

48 Waisarisa Local Feeder Local Feeder Local Feeder
Barat Feeder
Seram Bagian Local

49 Larokis Local Feeder Local Feeder Local Feeder
Barat Feeder
Batu Goyang/
50 Kepulauan Aru Collector Collector Collector Collector
Kalar-kalar
51 Kepulauan Aru Dobo Collector Collector Collector Collector
52 Tual Tual Collector Collector Collector Collector
Local
53 Buru Selatan Air Buaya Local Feeder Local Feeder Local Feeder
Feeder

54 Buru Selatan Leksula

55 Buru Selatan Namrole
Local
56 Buru Selatan Wamsisi Local Feeder Local Feeder Local Feeder
Feeder
Local
57 Buru Selatan Tifu Local Feeder Local Feeder Local Feeder
Feeder

58 Buru Selatan Fogi

169
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
59 Buru Selatan Ambalau Local Feeder Local Feeder Local Feeder
Feeder
60 Buru Namlea Collector Collector Collector Collector
Local
61 Buru Waplau Local Feeder Local Feeder Local Feeder
Feeder
Local
62 Buru Ilath Local Feeder Local Feeder Local Feeder
Feeder
Local
63 Buru Bilorro Local Feeder Local Feeder Local Feeder
Feeder
Province: West Papua
Local
1 Kaimana Adijaya Local Feeder Local Feeder Local Feeder
Feeder
2 Kaimana Etna Collector Collector Collector Collector
3 Kaimana Kaimana Collector Collector Collector Collector
Local
4 Kaimana Kanoka Local Feeder Local Feeder Local Feeder
Feeder
Local
5 Kaimana Lobo Local Feeder Local Feeder Local Feeder
Feeder
Local
6 Kaimana P.Adi Local Feeder Local Feeder Local Feeder
Feeder
Local
7 Kaimana Senini Local Feeder Local Feeder Local Feeder
Feeder
Local
8 Kaimana Susunu Local Feeder Local Feeder Local Feeder
Feeder
Local
9 Fak-fak Bomberai Local Feeder Local Feeder Local Feeder
Feeder
10 Fak-fak Fak-fak Collector Collector Collector Collector
Local
11 Fak-fak Karas Local Feeder Local Feeder Local Feeder
Feeder
Local
12 Fak-fak Kokas Local Feeder Local Feeder Local Feeder
Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
13 Fak-fak Sagan Local Feeder Local Feeder Local Feeder
Feeder
Local
14 Fak-fak Selasi Local Feeder Local Feeder Local Feeder
Feeder
Local
15 Fak-fak Weti Local Feeder Local Feeder Local Feeder
Feeder
Local
16 Tambrauw Saukorem Local Feeder Local Feeder Local Feeder
Feeder
17 Teluk Bintuni Arandai Collector Collector Collector Collector
18 Teluk Bintuni Babo Collector Collector Collector Collector
19 Teluk Bintuni Bintuni Collector Collector Collector Collector
20 Monokwari Monokwari Collector Collector Collector Collector
Local
21 Monokwari Oransbari Local Feeder Local Feeder Local Feeder
Feeder
Local
22 Monokwari Ransiki Local Feeder Local Feeder Local Feeder
Feeder
Teluk
23 Wasior Collector Collector Collector Collector
Wondana
Teluk
24 Windesi Collector Collector Collector Collector
Wondana
Local
25 Raja Ampat Fatanlap Local Feeder Local Feeder Local Feeder
Feeder
Local
26 Raja Ampat Kabare Local Feeder Local Feeder Local Feeder
Feeder
Local
27 Raja Ampat Kalobo Local Feeder Local Feeder Local Feeder
Feeder
Local
28 Raja Ampat Sailolof Local Feeder Local Feeder Local Feeder
Feeder
Local
29 Raja Ampat Saonek Local Feeder Local Feeder Local Feeder
Feeder
30 Raja Ampat Pam Local Local Feeder Local Feeder Local Feeder

171
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Feeder
31 Raja Ampat Waigama Collector Collector Collector Collector
32 Sorong Arar Collector Collector Collector Collector
Local
33 Sorong Makbon Local Feeder Local Feeder Local Feeder
Feeder
Local
34 Sorong Mega Local Feeder Local Feeder Local Feeder
Feeder
Local
35 Sorong Muarana Local Feeder Local Feeder Local Feeder
Feeder
Local
36 Sorong Kasim Local Feeder Local Feeder Local Feeder
Feeder
Local
37 Sorong Kiamano Local Feeder Local Feeder Local Feeder
Feeder
Local
38 Sorong Salawati Local Feeder Local Feeder Local Feeder
Feeder
Local
39 Sorong Sausapor Local Feeder Local Feeder Local Feeder
Feeder
Local
40 Sorong Seget Main Main Main
Feeder
Local
41 Sorong Sele Local Feeder Local Feeder Local Feeder
Feeder
42 Sorong Sorong Main Main Main Main
43 Sorong Selatan Inawatan Collector Collector Collector Collector
Local
44 Sorong Selatan Konda Local Feeder Local Feeder Local Feeder
Feeder
45 Sorong Selatan Taminabuan Collector Collector Collector Collector
Province: Papua

1 Boven Digul Prabu Alaska
Local
2 Boven Digul Asiki Local Feeder Local Feeder Local Feeder
Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
3 Boven Digul Anggamburan Local Feeder Local Feeder Local Feeder
Feeder
Local
4 Boven Digul Cabang Tiga Local Feeder Local Feeder Local Feeder
Feeder
Local
5 Boven Digul Eci Local Feeder Local Feeder Local Feeder
Feeder
Local
6 Boven Digul Gantenteri Local Feeder Local Feeder Local Feeder
Feeder
Local
7 Boven Digul Tanah merah Local Feeder Local Feeder Local Feeder
Feeder
Local
8 Boven Digul Tanah miring Local Feeder Local Feeder Local Feeder
Feeder
Local
9 Boven Digul Kaptel Local Feeder Local Feeder Local Feeder
Feeder
Local
10 Boven Digul Mindiptanah Local Feeder Local Feeder Local Feeder
Feeder
11 Biak Numfor Biak Collector Collector Main Main
Local
12 Biak Numfor Korem Local Feeder Local Feeder Local Feeder
Feeder
Local
13 Biak Numfor Bosnik Local Feeder Local Feeder Local Feeder
Feeder
Local
14 Biak Numfor Wardo Local Feeder Local Feeder Local Feeder
Feeder
Local
15 Biak Numfor Manggari Local Feeder Local Feeder Local Feeder
Feeder
Local
16 Biak Numfor Padaido Local Feeder Local Feeder Local Feeder
Feeder
Local
17 Biak Numfor Warsa Local Feeder Local Feeder Local Feeder
Feeder
Biak Numfor Local

18 Masram Local Feeder Local Feeder Local Feeder
Feeder
19 Biak Numfor Sowek Local Local Feeder Local Feeder Local Feeder

173
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Feeder
Biak Numfor Local

20 Insobabi Local Feeder Local Feeder Local Feeder
Feeder
Biak Numfor Local

21 Saribi Local Feeder Local Feeder Local Feeder
Feeder
Biak Numfor Local

22 M. Mapia Local Feeder Local Feeder Local Feeder
Feeder
Local
23 Supiori Janggerbun Local Feeder Local Feeder Local Feeder
Feeder
Local
24 Supiori Kameri Local Feeder Local Feeder Local Feeder
Feeder
25 Supiori Korido Collector Collector Collector Collector
Local
26 Supiori Miosbipondi Local Feeder Local Feeder Local Feeder
Feeder
Local
27 Supiori Numfor Local Feeder Local Feeder Local Feeder
Feeder

28 Supiori Marsram
Local
29 Sarmi Armopa Local Feeder Local Feeder Local Feeder
Feeder
Local
30 Sarmi Bagusa Local Feeder Local Feeder Local Feeder
Feeder
Local
31 Sarmi Kasonaweja Local Feeder Local Feeder Local Feeder
Feeder
32 Sarmi Sarmi Collector Collector Collector Collector
Local
33 Sarmi Takar Local Feeder Local Feeder Local Feeder
Feeder
Local
34 Sarmi Teba Local Feeder Local Feeder Local Feeder
Feeder
Local
35 Sarmi Trimuris Local Feeder Local Feeder Local Feeder
Feeder

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
36 Sarmi P.Liki Local Feeder Local Feeder Local Feeder
Feeder
Local
37 Sarmi Wakde Local Feeder Local Feeder Local Feeder
Feeder
Local
38 Sarmi Apauwer Local Feeder Local Feeder Local Feeder
Feeder
39 Jayapura Depapre Collector Collector Collector Collector
Local
40 Jayapura Betaf Local Feeder Local Feeder Local Feeder
Feeder
41 Jayapura Demta Collector Collector Collector Collector
42 Jayapura Jayapura Main Main Main Main
Local
43 Jayapura Metabore Local Feeder Local Feeder Local Feeder
Feeder
Local
44 Jayapura Yanma Local Feeder Local Feeder Local Feeder
Feeder
45 Asmat Agats Collector Collector Collector Collector
Local
46 Asmat Atsy Local Feeder Local Feeder Main
Feeder
Local
47 Asmat Jipawer Local Feeder Local Feeder Local Feeder
Feeder
Local
48 Asmat Pirimapun Local Feeder Local Feeder Local Feeder
Feeder
Local
49 Asmat Sawaerma Local Feeder Local Feeder Local Feeder
Feeder
Local
50 Asmat Yamas Local Feeder Local Feeder Local Feeder
Feeder
Local
51 Asmat Yaosakor Local Feeder Local Feeder Local Feeder
Feeder
Local
52 Asmat Kamur Local Feeder Local Feeder Local Feeder
Feeder
53 Mappi Kepi Local Local Feeder Local Feeder Local Feeder

175
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Feeder
54 Mappi Bade Collector Collector Collector Collector
Local
55 Mappi Bayun Local Feeder Local Feeder Local Feeder
Feeder
Local
56 Mappi Moor Local Feeder Local Feeder Local Feeder
Feeder
Local
57 Merauke Arambu Local Feeder Local Feeder Local Feeder
Feeder
Local
58 Merauke Bian Local Feeder Local Feeder Local Feeder
Feeder
Local
59 Merauke Bulaka Local Feeder Local Feeder Local Feeder
Feeder
Local
60 Merauke Bupul Local Feeder Local Feeder Local Feeder
Feeder
Local
61 Merauke Kimaan Local Feeder Local Feeder Local Feeder
Feeder
Local
62 Merauke Kumbe Local Feeder Local Feeder Local Feeder
Feeder
63 Merauke Merauke Main Main Main Main
Local
64 Merauke Muting Local Feeder Local Feeder Local Feeder
Feeder
Local
65 Merauke Okaba Local Feeder Local Feeder Local Feeder
Feeder
Local
66 Merauke Semanggi Local Feeder Local Feeder Local Feeder
Feeder
Local
67 Merauke Senggo Local Feeder Local Feeder Local Feeder
Feeder
Pomako I & II
68 Mimika (including Collector Collector Collector Collector
Timika)
69 Mimika Ammapare Collector Collector Collector Collector

Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
70 Mimika Hiripau Local Feeder Local Feeder Local Feeder
Feeder
Local
71 Mimika Kokonao Local Feeder Local Feeder Local Feeder
Feeder
Local
72 Mimika Fvg Local Feeder Local Feeder Local Feeder
Feeder
Local
73 Nabire Kuatisora Local Feeder Local Feeder Local Feeder
Feeder
74 Nabire Nabire/Tlk.Kimi Collector Collector Collector Collector
Local
75 Nabire Napan Local Feeder Local Feeder Local Feeder
Feeder
Local
76 Nabire Nusa Local Feeder Local Feeder Local Feeder
Feeder
Local
77 Nabire Wanggur Local Feeder Local Feeder Local Feeder
Feeder
78 Nabire Wapoga Collector Collector Collector Collector
Local
79 Yapen Ambai Local Feeder Local Feeder Local Feeder
Feeder
Local
80 Yapen Ansus Local Feeder Local Feeder Local Feeder
Feeder
81 Yapen Dawai Collector Collector Collector Collector
Local
82 Yapen Poom Local Feeder Local Feeder Local Feeder
Feeder

83 Yapen Serui
Local
84 Yapen Sumberbaba Local Feeder Local Feeder Local Feeder
Feeder
Local
85 Yapen Wainapi Local Feeder Local Feeder Local Feeder
Feeder
Local
86 Yapen Owe Local Feeder Local Feeder Local Feeder
Feeder

177
Port Hierarchy
Regency /
No. Port Name
Municipality
2011 2015 2020 2030
Local
87 Yapen Angkaisera Local Feeder Local Feeder Local Feeder
Feeder
Local
88 Yapen Papuma Local Feeder Local Feeder Local Feeder
Feeder
Local
89 Yapen Ampimoi Local Feeder Local Feeder Local Feeder
Feeder
Local
90 Yapen Kurudu Local Feeder Local Feeder Local Feeder
Feeder
Local
91 Yapen Kaipuri Local Feeder Local Feeder Local Feeder
Feeder
Local
92 Yapen Koweda Local Feeder Local Feeder Local Feeder
Feeder
Local
93 Yapen Kaipuri Local Feeder Local Feeder Local Feeder
Feeder
Local
94 Waropen Waren Local Feeder Collector Collector
Feeder
Local
95 Waropen Kalpuri Local Feeder Local Feeder Local Feeder
Feeder
Local
96 Waropen Barapasi Local Feeder Local Feeder Local Feeder
Feeder
Local
97 Waropen P Nauw Local Feeder Local Feeder Local Feeder
Feeder
Local
98 Waropen Koweda Local Feeder Local Feeder Local Feeder
Feeder
Local
99 Supiori Miosbipondi Local Feeder Local Feeder Local Feeder
Feeder

APPENDIX B: STRATEGIC PORTS BY ECONOMIC
CORRIDOR
APPENDIX B: STRATEGIC PORTS BY ECONOMIC CORRIDOR
Appendix B-1 Strategic Ports within Sumatra Economic Corridor
Appendix B-2 Strategic Ports within Java Economic Corridor

179
Appendix B-3 Strategic Ports within Kalimantan Economic Corridor
Appendix B-4 Strategic Ports within Sulawesi Economic Corridor

APPENDIX B: STRATEGIC PORTS BY ECONOMIC
CORRIDOR
Appendix B-5 Strategic Ports within Bali Nusa Tenggara Economic Corridor
Appendix B-6 Strategic Ports within Papua Kepulauan Maluku Economic Corridor

181
APPENDIX C: PORT DEVELOPMENT PLAN

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

183

185

187

189
Appendix C-2 Port Sector Investment by Economic Corridor and Type of Facility, 2011-2030 (US$ millions)

191

193

195

197

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ACADEMIC PAPER TO SUPPORT

NATIONAL PORT MASTER PLAN DECREE

Jakarta, March 2012

ADB Asian Development Bank

An efficient, competitive, and responsive port system that fully supports

ACADEMIC PAPER TO SUPPORT

ACADEMIC PAPER TO SUPPORT

Figure 1-2 NPMP Frameworks

ACADEMIC PAPER TO SUPPORT

ACADEMIC PAPER TO SUPPORT

procedure and dispute resolution; (c) safe, secure and environmentally-responsible

In 1992, Indonesia had installed a system of state-owned enterprises (Pelindos)

Indonesias new port institutional framework implies a set of new or revised

ACADEMIC PAPER TO SUPPORT

ACADEMIC PAPER TO SUPPORT

2.3 INDONESIAS NEED FOR INTEGRATED PORT POLICY

ACADEMIC PAPER TO SUPPORT

As businesses increase their reliance on seamless, secure, and efficient multi-modal

The scope of a future maritime policy in Indonesia is potentially wide-ranging. It is

2.4 LEGAL CONTEXT

ACADEMIC PAPER TO SUPPORT

2.5 PORT SECTOR VISION AND GOALS

ACADEMIC PAPER TO SUPPORT

ACADEMIC PAPER TO SUPPORT

market, the sector needs to provide attractive employment conditions, challenging

2.6 PORT POLICY FORMULATION, IMPLEMENTATION AND REVIEW

2.6.1 Critical Issues

It is traditionally the role of line function government departments, such as the

The Ministry of Transports work in policy development should be concerned with:

ACADEMIC PAPER TO SUPPORT

2.7 INTEGRATED PLANNING, FACILITATION AND PERFORMANCE MONITORING

2.7.1 Critical Issues

ACADEMIC PAPER TO SUPPORT

Typically, it is a core function of transport departments to undertake overall planning

An important role of the DGST is to develop a strategic vision of future port

ACADEMIC PAPER TO SUPPORT

ACADEMIC PAPER TO SUPPORT

2.8 TARIFF REGULATION

2.8.1 Critical Issues

International best practice generally advocates non-discriminatory treatment of

ACADEMIC PAPER TO SUPPORT

ACADEMIC PAPER TO SUPPORT

Today, state-owned enterprises are not subjected to the provisions of Indonesias

2.8.3 Service Agreements

2.8.4 Rights of Explanation and Objection

The Ministry of Transport will be entitled to request an explanation from port

ACADEMIC PAPER TO SUPPORT

Anti-competitive pricing behavior is normally defined in terms of the following criteria:

In situations where the Minister of Transport determines there may be anticompetitive

ACADEMIC PAPER TO SUPPORT

2.9 PROMOTING PORT SECTOR COMPETITION

2.9.1 Critical Issues

Competition is generally regarded as the best way of achieving economic development

ACADEMIC PAPER TO SUPPORT

2.9.2 Complaints Procedure

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Best practice encourages the parties to negotiate a commercially-acceptable solution.

First, all incoming complaints should be formally recorded and acknowledged.

ACADEMIC PAPER TO SUPPORT

2.10 ENHANCE LABOR COMPETITIVENESS

2.10.1 Critical Issues

While capacity development is recognized as important to port performance, we must

ACADEMIC PAPER TO SUPPORT