java high speed train project

HIGH SPEED TRAIN PROJECT IN INDONESIA (JAKARTA – SURABAYA CORRIDOR)

HERMANTO DWIATMOKO

Directorate General of RailwaysMinistry of Transportation

Republic of IndonesiaJakarta, 2010

High Speed Train Project in Indonesia

(Jakarta ‐ Surabaya Corridor) 1

HIGH SPEED TRAIN PROJECT IN INDONESIA (JAKARTA – SURABAYA CORRIDOR)

Hermanto Dwiatmoko

Director of Safety and Technical Rolling Stock. Directorate General of Railways, Ministry of Transportation.

Republic of Indonesia

SUMMARY Indonesia is accelerating industrialization and urbanization, perticulary in the suburbs of large cities such as Jakarta and Surabaya. The High Speed Train is a technological break‐through in passenger transport which has allowed to increase railways share in modal split, competing with others transport mode. Some benefits of High Speed Train project in Indonesia for Jakarta – Surabaya Corridor, approximately 685 km, have been identified as cost saving such as the value of time saved by passengers traveling on High Speed Train, the foreign exchange saved due to decrease in oil import as result of a decrease in freight transportation by commercial trucks due to increase in freight trains as passengers shift from conventional trains and airplanes to High Speed Train and the foregin exchange earned by selling the surplus CO2 emission right that results from decrease in conventional trains and airplanes as passengers shift to High Speed Train. It will increase economic growth and trading due to increasing of people movement and regional development, coincide with decreasing of cars or petrol usage, and resulting improvement of environment. Accordingly, the investment of the project will not faces a profitability problem from the financial viewpoint and appropriate as a PPP (Public Private Partnerships) project to be implemented by mainly Indonesia government and the private sectors. 1. Introduction

In order to improve the economic growth, not only the software aspect such as laws, social systems, social safety, labor, but also the hardware aspect especially, the transportation sector is important. Transportation sector plays a great role among measures for sustainable economic growth. Transportation sector is an important component of the economy impacting on development, especially between large city such as Jakarta and Surabaya as a main artery, to make a substitute city for Jakarta area as the center of development. Jakarta and its surrounding cities (Jabodetabek) contributed about 20% to Indonesia’s GDP (Gross Domestic Product), followed by greater Surabaya 6%, greater Bandung 3%, and Makassar 1%. The railway section between Jakarta and Surabaya is connected by conventional double tracking between Jakarta – Cirebon and Pemalang – Larangan, integrated with single tracking between Cirebon – Pemalang and Larangan – Surabaya, while the line capacity between this two cities is limited and the number of passenger is increasing. The traveling time between this two cities by a train is about 10 ‐ 14 hours and by a bus is more than 18 hours due to the traffic jam, which means a wasting time for businees people and very tired for the passengers. However, although currently there is one air flight every hour between Jakarta and Semarang, the runway of the Soekarno Hatta Airport is expected to reach the capacity limit by 2015.

Better solution should be achieved by developing an efficient transportation system and environmentally friendly between Jakarta and Surabaya, which will take only 2.5 hours traveling time. If travel range in a day is expanded by an efficient transportation system, human and material distribution will become active, and opportunities to utilize resources in local regions, which carry high added values but tend to be centralized in Jakarta, will be effectively utilized. Thus regional development and human resource development target in Indonesia will be achieved. As a result, the cities dotting along the north shore of Java with independent economic activities can be integrated into a line‐shaped region, and become capable of efficient economic activities while sharing tasks in their respective realms of expertise. This leads to economic development of the whole integrated area, and at the same time, the development is more efficiently.

2. Condition on Various Aspects of the Project a. Location and Geographical Features Indonesia is the world's largest archipelagic country, Indonesia is made up from 17,508 large and small islands, of which approximately 6,000 are inhabited. Its land area extends roughly 1.86 million km2, making Indonesia the world's 16th largest country [Figure 1.]. Among the islands, the largest is Kalimantan (539,000 km2), followed by Sumatra (426,000 km2), Irian Jaya (422,000 km2), Sulawesi (174,000 km2), and Java (129,000 km2). DKI Jakarta is the capital of Indonesia, and is located on the northwest coast of Java island, forming the main city of Indonesia. Surabaya is Indonesia's second largest city, and is located at the eastern end of Java Island. Other largest cities include Bandung, Medan, Semarang, Yogyakarta, Denpasar, Padang, Palembang, Makassar, Manado, Banjarmasin, Balikpapan, and Jayapura.



Figure 1. Map of Indonesia b. Population

The total population of Indonesia was approximately 222 million, making it the world's 4th most populous country. Looking at the share of population for each region, more than half of the population (58.5%) is concentrated in Java Island, which has only 7% of Indonesia's land area. In contrast, the shares of the other islands were all single digit figures between 2.2% and 7.2%, except for Sumatra Island at 21.1%. The population density per unit area is highest on Java Island, showing a figure roughly 8 times higher than the national average. The highest population density region on Java Island is found in DKI Jakarta, where the density of 1,005 persons/km2 is about 12 times higher



than the overall density for Java Island. More than 60% of Indonesian population are living on the Java Island which accounts only 7% of the national land, especially, concentration of population in the Jakarta metropolitan area is extreme. c. Economic Condition

Between 1987 and 1997, as a result of implementation of measures by the administration at that period that placed the highest priority on promoting the creation of job opportunities and increasing exports in non‐oil related fields, Indonesia achieved a high average economic growth rate of nearly 7% per year. However, the 1997 Asian currency crisis caused Indonesia to experience extensive economic damage. This included the weakening of the rupiah against the dollar, a drop in new investments, and a reduction in imports caused by the unstable currency rates. As a result, Indonesia's 1998 GDP growth rate dropped to minus 13%. Following this, due to the implementation of various reforms by the government and favorable domestic consumption, the GDP rate has recently reached 5% or more. The Indonesian government is now implementing an economic growth package focused on promoting investment and trade, and on increasing employment opportunities. In addition, the government has also listed up measures as a high priority subject such as infrastructure development and energy management including research and development of alternative fuels in cooperation with private sector. d. Transportation Situation The number of passengers and volume of freight throughout Indonesia by each transportation mode including road, rail, sea, air, and inland waterways (ferries and rivers) in 2005, together with the shares of each, are shown in [Table 1].

Table 1. Transportation Volume and Share for Each Mode in Indonesia

Mode Passenger Transport Freight Transport

Volume (106 People)

Sharing (%) Volume(106 ton)

Sharing (%)

1. Road 2,021.1 85.05 2,514.1 91.24 2. Railway 150.3 6.32 17.4 0.63 3. Ferry 116.0 4.88 27.4 0.99 4. Sea 42.3 1.78 194.8 7.07 5. Air 36.5 1.54 1.4 0.05 6. River 10.3 0.43 0.3 0.01

Total 2,376.5 100 2,755.4 100 (Source) Ministry of Transportation

1) Railway Transportation In Java, passenger trains were much more important than freight trains. But in Sumatra, freight traffic is an important customer of railway services. The number of passengers increased 10.9% from 175 million to 194 million in 2008. The passenger traffic volume showing an average annual increase of 2.4% over the five year period. The vast majority (98%) of passengers are carried on Java Island, where a large part of the population is concentrated and large and medium size cities are located in succession from west to east, which means that Java is an ideal location for railway transportation. The freight traffic volume is approximately 17 million tons annually, and maintains an almost constant level. In consistent with the government policy of saving fuel consumption, it is also



planned to increase coal production, and that railways should be used to transport the additional coal. 2) Road Transportation The total length of road nationwide is approximately 380,000km, meanwhile, the registered numbers for each type of vehicle over the last five year period was 63 million. The average annual growth rate over the seven year period was 21.2% for all vehicles, which is an extremely large figure compared with the mere 1.1% growth of the road length expansion rate over the five year period. As a result of this rapid increase in the number of vehicles, the road traffic situation particularly in the main cities is worsening every year following the severe traffic jams and traffic accidents. In particular, the poor traffic morals of motorcycle riders are confusing the flow of traffic and causing even more traffic jams and accidents. Due to this over‐large number of accidents and casualties, traffic accidents have now become a major social problem, and not only are improvements to the road infrastructure required, but also changes in traffic morals, such as observing the traffic regulations. 3) Air Transportation Currently, there are 31 airlines on domestic routes, including those operating non‐scheduled services and both large and small companies, which are operating 195 routes linking 101 cities. The majority of the domestic routes currently link Jakarta with other major cities. The number of flights from Jakarta and a list of the top destinations for domestic passengers was Surabaya both for the number of flights and the number of passengers. Other destinations in Java island, such as from Jakarta to Semarang or to Yogyakarta, each made up 5% of the total. On the other hand, the runway of the Soekarno Hatta Airport is expected to reach the capacity limit by 2015. 4) Sea and Inland Waterways Transportation Situation For Indonesia, as the world's largest archipelagic nation made up of 17,500 islands, sea transportation can be said to be an indispensable transportation means. Sea transportation has large advantages vis‐a‐vis air transportation which has common function of linking two points directly. The passenger numbers of domestic passengers carried on sea transportation declined approximately by 40% from 8.4 million in 2003 to 5.1 million in 2007, it is believed that this was due to the shift of passengers to fare discounted air transport. 3. Railway Services in Indonesia There are currently four unconnected railway systems in Indonesia, one in Java Island, and three in Sumatra Island, consisting more than 6,900 kms track and around 4,800 kms is in operation. Railway network of 1067 mm (3' 6") gauge that existed in Indonesia generally were the ones that were built during the Netherlands Colonial era (1864). In the recent years the Indonesian railway has faced tough challenges. There are a number of types of rails used for railway tracks with the maximum design speed of 120 km/hr, but the high maintenance costs, aged conditions and safety purpose caused the maximum operational speed to be reduced to less than 100 km/hr. The railway networks also have limited carriage capacity due to limited axle load of 15 ton in Java and 18 ton in Sumatera. The availability and reliability of service are low, due to backlog of maintenance and lack of spare parts both of infrastructure and rolling stock. The railway required subsidies to keep operations, many lines could not be run at a profit, obtaining sufficient spare parts for rolling stock and infrastructure that was concerned as a major problem in Indonesia.



4. High Speed Train Project in Jakarta – Surabaya Corridor a. Project Overview High Speed Train system is introduced into railway between Jakarta and Surabaya, and thereby traveling time is reduced to 3 hours or less. The introduction expects demands induced by the High Speed Train and transfer of passengers between transport modes. Based on these, estimations are made of economic benefits such as efficiently developing economy, promotion of regional economy, utilization of local human resources, reduction of environmental load and effective utilization of existing lines. At the same time the project aim at reduction of public load by encouraging private sectors to enter the railway operation business. The following [Table 2] summarizes the project.

Table 2. High Speed Train Project Overview

Items Results Remarks

Dedicated line extension km 685 Jakarta ‐ Semarang ‐ Surabaya

Purpose of transportation

High Speed Train

exclusive for passengers

The number of stations locations 9

① Jakarta station (Manggarai/or alternative）

② Cikampek station (or alternative） ③ Cirebon station ④ Tegal station ⑤ Pekalogan station ⑥ Semarang station (Poncol) ⑦ Gambringan station ⑧ Cepu station ⑨ Surabaya station (Pasarturi)

Rolling stock maintenance yard locations 4

① Karawang depot ② Cirebon depot ③ Semarang depot (Purjankang） ④ Surabaya depot (Sidotopo)

Construction period years

9 (3 for designing + 5

for construction +

1 for trial operation）

Due to time constrain , the study will be made on the assumption of simultaneous operation start of whole line, however, realistic partial operation start will be studied in F/S.

The number of cars for a train sets (The number of cars accommodated in railway facility)

cars 8 (12)

Since a ten‐car train accommodates 814 passengers, accommodation of about 600 passengers is planned in consideration of demands. However, the effective length of a platform is provided for a 12‐car train for future increase (actual platforms are constructed for 8‐car trains). Substations are provided at intervals based on a 12‐car train.



Construction standard

Gauge mm 1,435 Standard gauge. No through operation with existing lines (1,067m) is available.

Maximum design speed km/h 350 Maximum commercial speed

km/h 300

Minimum radius of plane curve

m 6,000 Radius of a planar curve enabling stable traveling at 350km/h.

Minimum radius of profile curve

m 25,000 Radius of a profile curve enabling stable traveling at 350km/h.

Maximum cant mm 180 Allowable deficiency of cant

mm 110

Maximum gradient ‰ 25

Basically, 25‰, and partially 35‰. TGV uses 25‰ for Atlantic Ocean line and North Europe line, 35‰ for South East line and Mediterranean line. Railway in Taiwan basically uses 25‰, and partially 35‰.

Track center distance m 4.5 4.5 m is determined because of higher speed in this project

Body width m 3.4 Maximum axle load (= design axle load)

kN 140 (=130+10)Ten (10) is added in consideration of full passengers.

Formation level width m 11.6 Switch machine in station yard

# 18

Inner cross‐section of tunnel of standard double track

m2 83 This contributes to reduction in construction costs.

Structure type breakdown

Cut and embankment km 380 This reduces the area of the right of way and simultaneously increases the slab track section.

Bridge and viaduct km 270 Extension of viaducts is increased in order to employ the slab track as much as possible.

Tunnel km 39

Track structure Slab/Ballasted

Rail type Kg/m JIS60

Power feeding

Power feeding voltage AC 2×25kV

50Hz Power feeding system AT Number of substations

locations 15 Provided approximately every 50 km.

Overhead contact line

Overhead contact line system

Simple

Total tension kN 39.2 Total cross‐section

mm2 260

Span m 50 Wave propagation

Km/h 520

speed of contact wire

Signal

Signaling system Cab signal

Block system Automatic

block

Train control ATC single‐step brake

Pattern following system

Train detection Insulated

ｔrack circuit

Telecommunication/operation

Basic transmission

Digital transmission by optical cable

Ground‐train talk system Digital space

wave Reverse operation Not available

Tracking to existing lines Not available

Earthquake rapid alarm UrEDAS An urgent brake works at intensity 4 upper to stop power supply.

b. Total Cost and Implementation Schedule The total cost including costs of the consulting services, tax, general administration, land acquisition, price escalation, and contingency is about 21,369 million US$. The Project will be started in 2011, however, that actual start of operation for the High Speed Train will be in around year 2020. c. Demand Forcast The operation of High Speed Train will impact the use of the conventional line, which is obviously decreasing as mentioned above. The demand forecast for the conventional line is multiplied by the modal shift rate between transport modes. Then, the modal shift volumes to High Speed Train are estimated as follows [Figure 2].

Figure 2. High Speed Train Passenger Volume Forecast

0

20

40

60

80

100

120

2020 2025 2030 2035 2040 2045

Pas

seng

er V

olum

e (M

illio

n)

Year





. Financial and Economic Analysis

. Financial FIRR Analysis

itial investment cost was estimated at 26 billion US$ including risk inflation hedge on the basis of

. Economic IRR Analysis

ased on the financial cost, the economic cost was estimated at 18.5 billion US$, while transfer

he following [Table 3] shows FIRR and EIRR on the assumption that (i) prospected benefits is

Table 3. FIRR and EIRR Analysis

5 a Inphysical contingency ratio and contingency ratio by international and local currencies. In addition, the maintenance cost was estimated at an amount equivalent to 3.0% of the initial investment cost (base cost + physical contingency). The financial benefits were estimated at 1.70 billion US$ (expected to reach this value in 2019 and will increase as demands grow year after year) and 0.20 billion US$ (expected to reach this value in 2019 and will increase as demands grow year after year) for operational and non‐operational profits. The FIRR was estimated at 10.4% all through the project life of 40 years, whereas the FIRR was estimated at 11.0% in a case of substantial 5% tariff change every 5 years. Since the opportunity cost of capital (OCC) in Indonesia is presumably set at 8.6% in view, the Project is evaluated as financially viable. Likewise, the NPV associated with the concerned Project was figured out positive at 4.94 billion US$ with the discount rate of 8.6%, thus leading to the same conclusion as the FIRR analysis. Meanwhile, the owner’s equity FIRR turned out to be 22.8%, around twice the commercial bank lending rate, revealing the High Speed Train Project has a high return to the private sector investors. b Bpayments and opportunity cost were estimated at zero, price contingency was excluded, and the domestic costs were converted to the international economic cost. The economic benefits include (i) time value of prospective High Speed Train passengers, (ii) foreign exchange saved due to reduction of operations of commercial trucks resulting from the increase of cargo train capacity and due to downsized fuel oil (diesel oil) imports, and (iii) foreign exchange earned through reduction in CO2

emission related to reduction of flight and passenger train schedules accompanying transfer from air planes to High Speed Train and earned through international CO2 emission trading on the international market. The economic profits were estimated at (i) 7.58 million US$, (ii) 9.95 million US$, and (iii) 46.72 million US$ for the above three types of benefits, respectively, and total to 64.24 million US$ (as of year 2019, and will gradually increase thereafter). c. Sensitivity Analysis Treduced by 10%, (ii) initial investment is increased by 10%, and (iii) first project benefits are obtained one year later than expected.

Base case ‐10% benefit + 10% cost 1‐year delay

FIRR 10. 9 9.4% .6 % 7% 9.8 % Owner’s equity FIRR 22.8% 21.5% 21.6% 21.1% 5 % tariff change (every 5 years)

11.0% 9.9 % 10.4% 10.6%

EIRR NA NA NA NA LRMC pricing EIRR 7.2% 6.2% 6.3% 6.7%



ith regard to financial viability, FIRR exceeds the OCC, thus leading to the positive conclusion of go

6. nvironmental and Social Impacts

he environmental and social impcats of the High Speed Train construction are expected as follows.

lized in the Jakarta metropolitan area will be distributed to some suburbs, for

elopment, and

es sake, energy

planes will result in reduction of nitrogen oxide (NOX) of

s will result in reduction of

7. nclusion

An ficient transportation system with High Speed Train favors many economic changes and most

r S

Wahead. Furthermore, the owner’s equity FIRR shows about twice as high profitability as bank loan interests, and therefore fulfills the condition of the Indonesian private sector investment criterion on financial return. In view of the foregoing, the evaluation of the project in terms of policy in financial and economical aspects, and arrived at a conclusion that the Project is appropriate as a PPP project to be implemented by mainly Indonesia government and the private sectors.

E

T1) Increase economic growth and trading due to increasing of people movement and regional

development, coincide with decreasing of cars or petrol usage, and and resulting improvement of environment.

2) Population centraexample, to Semarang, and therefore environmental problem will be alleviated.

3) In other cities, population influx leads to tax income increase and economic devthis enables them to search for financial resources for environmental measures.

4) Environmental load will be reduced by saving energy consumption. For referencconsumption per passenger in “Shinkansen” accounts for 60% of that per passenger of a bus; 30%, an air plane; and 20%, a car.

5) Transfer of passengers from air

362,000 tons, carbon monoxide (CO) of 258,000 tons, sulfur dioxide (SO2) of 31,000 tons in 31

years calculated by subtracting 9 years of construction period from 40 years of the project life based on IPCC Guidelines for National Greenhouse Gas Inventories.

6) Transfer of cargo transportation from trucks to existing railway linehydrocarbon (HC) of 43.1 tons, CO of 356.7 tons, NOX of 42.1 tons in the same 31 years.

Although the amount of air pollution materials is reduced by a smaller amount by the transfer from trucks than by the transfer from air planes, it is significant to reduce the air pollution materials along the line particular. Co ef

of them are positive. The investment in High Speed Train will impact the growth of national as well regional economic development, due to reduction of travelling time and more efficient transportation. The total cost of High Speed Train project in Indonesia fo Jakarta – urabaya Corridor including costs of the consulting services, tax, general administration, land acquisition, price escalation, and contingency is about 21,369 million US$. The cost‐benefit analysis of the project is carried out based on the best available information about demand and cost with data provided by government institution and operators. It has been identified as cost saving. The Financial Internal Rate of Return (FIRR) along the 40 year project life has been estimated at 10.4%, while the Opportunity Cost of Capital (OCC) in Indonesia for recent year is estimated at 8.6%. Likewise, the NPV associated with the concerned Project was figured out positive at 4.94 billion US$ with the discount rate of 8.6%, thus leading to the same conclusion as the FIRR analysis. Since FIRR is higher than OCC, it cannot said that the investment faces a profitability problem from the financial viewpoint. In view of the foregoing, the evaluation of the project in terms of policy in financial and economical aspects, and arrived at a conclusion that the Project is appropriate as a PPP project to be implemented by mainly Indonesia government and the private sectors, especially in the international framework, judging from its nature of a public project and sufficient profitability.

APPENDIX

Existing Railway Map

Cilegon 134+267

SERANG 113+446

Rangkasbitung 79+694

Pandeglang

Tangerang 19+297

JAK

AR

TA

Bek

asi 2

6+55

2

Cik

aran

g 43

+289

Kar

awan

g 62

+710

Cik

ampe

k 84

+007

Purwakarta 103+070

Sukabumi 57+173

Bogor 54+8100+000 Boo-Yk

Cia

njur

95+

774

BANDUNG 155+134

Padalarang

Hau

rgeu

lis 1

37+9

61

Bayah

Cile

geh

148+

410

Kedo

kan

Gab

us 1

56+3

36

Teris

i 162

+336

Tela

gasa

ri 17

0+52

4

Tanj

ung

Ras

a 93

+100

Pab

uara

n 97

+898

Prin

gkas

ap 1

03+6

00

Cik

aum

115

+404

Pega

den

Baru

124

+404

Cip

uneg

ara

131+

564

Cibungur 91+643

Sadang 97+778

Ciganea 109+636

Plered 120+941

Sukatani 116+871

Cisomang 127+164

Cikadongdong 132+869

Rendeh 135+946Maswati 140+006

Sasaksaat 144+711Cilame 151+767C

iranj

ang

108+

078

Sela

jam

be 1

04+8

88

Mal

abar

99+

686

Tago

g A

pu 1

34+9

04

Cip

atat

127

+071

Raj

a M

anda

la 1

19+5

01

Cip

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um 1

13+2

65

Andi

r 152

+405

Cim

indi

150

+405

Cim

ahi 1

46+9

57

Cik

udap

ateh

157

+772

Kiar

acon

dong

160

+124

Ged

ebag

e 16

5+33

2

Cim

ekar

168

+125

Ran

caek

ek 1

72+9

77

Hau

rpug

uh 1

78+4

27

Cicalengka 182+271

Nagrek 190+756

Lebakjero 196+560

Lele

s 20

2+96

0

Knai

207

+000

Leuw

igoo

ng

210+

000

Cib

atu

213+

631

War

ung

Band

rek

219+

575

Bum

i Wal

uya

228+

350

Cip

ende

uy 2

34+5

88 Cia

wi 2

48+1

78Cibeber 82+410

Cilaku 88+167

Lam

pega

n 73

+252

Cire

ugas

70+

142

Gan

daso

li 64

+296

Daw

uan

80+8

11

Klar

i 69+

864

Kosa

mbi

73+

774

Ked

ungg

edeh

56

+621

Lem

ah A

bang

47

+639

Tam

bun

33+3

59

Maja 62+546

Serpong 30+203

Tanah Abang 6+925

0+00

0

Depok 32+804Citayam 37+716

Nambo 51+990

Cibinong

Man

ggar

ai

9+89

0

Merak 148+319

Tenjo 55+006

Cibadak 39+884

Cicurug 26+715

Parung kuda 34+539

Batu Tulis 4+378

Ciomas 9+306

Maseng 14+096

Cigombong 19+622

Kr tengah 44+774

Pd. L

eung

sir

48+4

50C

isaa

t 52

+352

Krenceng 138+049

Tonjong 126+556

Karangantu 121+621

Walantaka 104+908

Cikeusal 94+370

Catang 90+647

Jamburab 87+648

Labuan

Anyer Kidul

TebetCawangDuren KalibataPasar Minggu BaruPasar Minggu

Cilebut

Bojonggede

Depok BaruPondok Cina

U ILenteng AgungTanjung Barat

Raj

apol

ah 2

57+5

10

PalmerahKebayoran

Pondok RanjiSudimara

Cisauk 32+987Pr. Panjang 41+463

Cilejit 48+503

Tigaraksa 58+600

PesingKalideres

Poris

Citeras

Cip

inan

gK

lend

erKl

d. B

aru

Cak

ung

Kra

nji

Cira

hayu

Ciwidey

Pangalongan

Soreang

Banjaran

Pam

ongp

euk

Cip

aray

Maj

alay

a

DayeuhKolot

Tanjungsari

Jatinangor

Ciamis 288+696

Jatib

aran

g 17

9+12

0

Kertas

emay

a

187+

334

Kaliwed

i

194+

716

Arjowina

ngun

202+

493

Bangu

duwa

207+

493

Cangk

ring

212+

349

Tasik 270+193

Awipari 276+848

Manonjaya 279+978

Boj

ong

297+

329

Kara

ngpu

cung

30

4+94

0

Indi

hian

g 26

5+42

5

Kadi

pate

n

Duri

DAOP I

DAOP III

DAOP II

DAOP II

DAOP I

Km.58+400

Km.85+400

Km.85+500

DAOP I

11+

750

Indramayu

Garut

Cikajang

Bantalan Beton

Bantalan Besi

Bantalan Kayu

Rel R 54

Rel R 42

Rel R 50

Rel R 38

Rel R 25

Rel R 33

LEGENDA

Jalur Ganda

Jalur Tunggal

Batas Propinsi

SaketiMenes

Jamblang

Jatiw

angi

Tj.P

riok

Der

mag

aP

asos

o

Pwk-Pdl 159+072Si-Pdl-Bd 140+472

Pasi

r Bun

gur 1

09+6

46

Jatin

egar

a

SURABAYASbi 229+573Sgu 0+000

Jember 197+285

Ram

bipu

ji 18

6+58

8

Man

gli 1

90+5

43

Banyuwangi 18+484

Kalib

aru

37+3

90

Gle

nmor

e 44

+752

Rog

ojam

pi 7

2+19

7

Leces 123+726

Klakah 135+384

Lawang 31+114

Singosari 39+172

Kepanjen 68+122

Rej

otan

gan

135+

971

Ker

toso

no 9

6+80

8

Car

uban

14

9+56

9

Ran

dubl

atun

g 65

+471

Wad

u 76

+935

Kap

uan

83+1

87

Kalit

idu

110+

310

Tobo

96+

526

Cepu 88+713

Kap

as 1

30+8

42

Boj

oneg

oro

125+

670

Sum

ber R

ejo

138+

798

Baur

eno

150+

995

Babat 159+943

Gem

bong

165

+999

Pucu

k 17

1+26

1

Sum

lara

n 17

7+04

1

Lam

onga

n 18

8+14

4

Dud

uk 2

00+2

97

Cer

me

210+

584

Kandangan20+840

Tand

es 2

24+2

23

Wonokromo 17+3617+880

Waru 13+651

Gedangan 17+679

Sidoarjo 25+509

Tanggulangin 31+071

Porong 34+650

Gn. Gangsir 40+650

Sepanjang 25+111

Boharan 34+811

Kriyan 39+274Kadinding 44+012

Tarik 48+601

Mojokerto 58+300

MojosariC

urah

Mal

ang

65+1

42

Bangil 47+0380+000 Bg - Ml

Wonokerto 8+758

Sukorejo 16+971

Sengon 21+237

Blimbing 44+344

Malang 49+234

Malang Kt. Lama 51+370

Pakis Aji 60+455

Wlingi 104+770

Nge

bruk

75+

114

Talu

n 10

8+49

0

Sum

ber P

ucun

g 79

+467

Kesa

mbe

n 95

+454

Gar

um 1

16+7

74

Blitar 122+895

Ngu

nut 1

43+8

61

Sum

ber G

empo

l 15

1+63

8

Tulungagung 156+820

Ngujang 163+249

Keras 170+979

Ngadiluwih 177+321

Kediri 186+866

Susuhan 192+084

Minggiran 198+123

Papar 202+337

Purwoasri 208+329

Sem

bung

89+

307

Jom

bang

81

+497

Pete

rong

an 7

6+16

1

Sum

obito

69+

307

Bar

on 1

08+8

10

Suk

omor

o 11

4+44

5

Nganjuk 118+842

Bag

or 1

25+2

30

Wila

ngan

13

2+26

5

Sar

adan

14

1+06

3

Bab

adan

15

7+88

9

Madiun 165+783

Bar

at 1

76+3

32

Gen

eng

184+

344

Paro

n 19

1+70

7

Pasuruan 62+976

Probolinggo 101+451

Rej

oso

71+8

57

Gra

ti 77

+537

Bay

eman

89

+924

Malasan 121+740

Ranuyoso 130+481

Randuagung 146+890

Jatiroto 156+000

Tanggul 167+050

Bangsal Sari 177+584

Arjoso 203+170

Kotok 207+405Ledokombo 8+320

Garahan 20+271

Mra

wan

29+

880

Sum

ber W

adun

g 50

+954

Kal

iset

ail 5

4+76

6

Tem

ugur

uh 6

6+31

6

Tuban

Lumajang Km. 17

BondowosoKm. 27

SitubondoKm. 62

PanarukanKm. 70

Argopuro 12+630

Karang Asem 6+806

P. MADURA

Ben

owo

215+

801

Lasem

Wal

ikuk

un

210+

197

Ked

ungg

alar

20

0+70

7

Sulu

r 45

+517

Dop

lang

52

+928

Rembang

DAOP VII

DAOP VIII

DAOP VII

DAOP VIII

DAOP IV

DAOP VIII

DAOP IX

DAOP VIIIKm.48+400

Km.126+100

Km.64+200

Km.134+300

Kamal Km. 0

Bangkalan

Socah

Telang Km. 6

Labang Km. 13

Kwanyar Km. 25

Balega Km. 58Modung Km. 36

Torjun Km. 75

Tanjung Km. 100

PamekasanKm. 113

Panji

Pasirian Km. 36

Balung

Km. 64

Srono

Gondonglegi

Dampit

Ponorogo

Slahung

Blora

Ngawen

Kunduran

Gre

sik

Tulangan

Sampang Km. 82

Krik

ilan

Sin

goju

ruh

Kabat 76+557

Jatigoro

Ngimbang

Ploso

Pagutan

Jetis

Yosowilangun Km. 34

Sukawono Km. 8

Tamanan Km. 16

Grujugan Km. 21

Bonosare Km. 35

Prajekan Km. 49

Kedungdung Km. 47

Grobogan Km. 8

Tempeh Km.27

Tekung Km. 27

KancongKm. 43

GumukmasKm. 49

KasijamlorKm. 57

Klabang

Indr

o 9

+ 85

0

Bantalan Beton

Bantalan Besi

Bantalan Kayu

Rel R 54

Rel R 42

Rel R 50

Rel R 38

Rel R 25

Rel R 33

LEGENDA

Jalur Ganda

Jalur Tunggal

Batas Propinsi

U

Sempolan 16+020Kalisat 214+462

0+000

High Speed Train Map

(Jakarta – Surabaya Corridor)

Route Profile

Cross Section of Structures

java high speed train project

Documents

high speed train

financial viewpoint

air planes

rolling stock

profitability problem

price escalation

highspeed trainprojectinindonesia

opportunity cost