National Railway Master Plan 2030

Report
Indonesia Railway Reform
Suyono Dikun, PhD
Professor in Transport Planning and Policy
University of Indonesia at Depok
IndII Wrap-up Conference
14th June 2011
National Railway Master Plan - 2030 Projections
National Railway Master Plan 2030
Region
NRMP
Length of
Tracks (km)
Passengers
(millions)
Freight (million tons)
595.0
4,031.5
6,800
27.5
281.5
2,900
6.5
20.5
1,400
Sulawesi
16.0
31.5
500
Papua
15.5
2.0
500
Total
660.5
4,367.0
12,100
Jawa
Sumatera
Kalimantan
National Railway Master Plan 2030
Region
Locomotives (units)
Passengers
Jawa
Trains
Railcars
Freight
1,790
7,600
17,890
151,870
Sumatera
90
530
810
10,590
Kalimantan
20
80
190
1,530
Sulawesi
50
120
470
2,380
Papua
50
30
50
470
1,960
8,360
19,410
166,840
Total
2
Indonesian railway at a crossroads
Legal Path
following Law
no. 23/2007
Current
Railway System
Future
Railway System
Revitalisation
“De-Facto”
Path staying
at current
vertical
integration
Can a compromise or an interim solution be worked
out between the regulator and operator?
3
No compromise: Regulator
Legal Path
Full compliance with Law no. 23/2007
Rail Infrastructure
Company (Track
Authority)
Multi Operators
Jabodetabek Rail
Company
Operation and
Rolling Stock
Company
Upgraded
Accounting
System
Urban
Railways
Asset
Separation
Network
Statement
Financial
Support
4
No compromise: Incumbent Operator
Stay at current vertical integration
North
Sumatera Rail
Jawa Rail
West
Sumatera Rail
South
Sumatera Rail
PT KAI will still operate the existing railway system under
vertical integration but has more freedom to invest on both
infrastructure and rolling stocks.
5
IndII assistance
National Railway
Master Plan
April 2010, August
2010
IndII has made a lot of
policy recommendations
on these studies
Jabodetabek Railway
Restructuring
Programs
October 2010
Special Railways
Phase III (on-going)
June 2011
Special Railways
Phase II
February 2011
PSO-IMO-TAC
Frameworks
Phase I
March 2011
6
Lessons learned: The good news
Railway stakeholders (DGR, Bappenas,
CMEA, MOF) have agreed on the urgent
need to revise the current PSO-IMO-TAC
scheme.
The new framework would make the
existing scheme work better.
The new framework would enable multi
operators and private special railways to
become a reality in future railways.
IndII’s next involvement would probably
include assistance with establishing new
framework for the PSO-IMO-TAC scheme.
7
Lessons learned: Pending matters
Revitalisation and restructuring agenda for
Jabodetabek Metropolitan Railway is yet to be
confirmed by the government.
The agenda includes: the enhancement of PT KCJ to
be an independent urban railway company; asset
separation; network statement; and financial
support.
The corresponding issue of raising ridership up to
three million passengers per day in 2015 and beyond
has been endorsed by the government.
DGR has to be strengthened institutionally to be able
to make a rapid delivery.
8
Lessons learned: The bad news
The NRMP has been formally issued as a long-term
planning document but failed to incorporate many
strategic issues that had been reported in two IndII’s
papers.
The NRMP lacks a sound investment plan for the
next one or two decades.
The NRMP has no mention on the investment
strategy, financing, and the role of private
involvement including PPP and PFI for special
railways.
Even for government investment and public sector
spending the NRMP has not described the future
configuration of APBN funding.
9
Proposals
IndII would probably embark on the second stage of
infrastructure agenda beginning July or August 2011.
Despite the good news described above, it is strongly
suggested that government takes a strong lead and
ownership in any program of railway revitalisation
ahead.
It is a developed and modern Indonesian railway that
government would like to see in the years ahead as a
backbone for economic mobility, especially freight
movement.
Good enough is no longer enough. Indonesia needs a
rapid change towards a developed economy.
10

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