HIGHSPEEDTRAINPROJECTININDONESIA (JAKARTASURABAYACORRIDOR)

HERMANTODWIATMOKO

DirectorateGeneralofRailways MinistryofTransportation RepublicofIndonesia Jakarta,2010

HIGHSPEEDTRAINPROJECTININDONESIA (JAKARTASURABAYACORRIDOR)

HermantoDwiatmoko
DirectorofSafetyandTechnicalRollingStock. DirectorateGeneralofRailways,MinistryofTransportation. RepublicofIndonesia SUMMARY Indonesiaisacceleratingindustrializationandurbanization,perticularyinthesuburbsoflargecities such as Jakarta and Surabaya. The High Speed Train is a technological breakthrough 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,approximately685km,havebeenidentifiedascostsavingsuchasthevalueoftimesaved 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 freighttrainsaspassengersshiftfromconventionaltrainsandairplanestoHighSpeedTrainandthe foregin exchange earned by selling the surplus CO2 emission right that results from decrease in conventionaltrainsandairplanesaspassengersshifttoHighSpeedTrain.Itwillincreaseeconomic growthandtradingduetoincreasingofpeoplemovementandregionaldevelopment,coincidewith 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 governmentandtheprivatesectors. 1. Introduction Inordertoimprovetheeconomicgrowth,notonlythesoftwareaspectsuchaslaws,socialsystems, socialsafety,labor,butalsothehardwareaspectespecially,thetransportationsectorisimportant. Transportation sector plays a great role among measures for sustainable economic growth. Transportation sector is an important component of the economy impacting on development, especiallybetweenlargecitysuchasJakartaandSurabayaasamainartery,tomakeasubstitutecity for Jakarta area as the center of development. Jakarta and its surrounding cities (Jabodetabek) contributedabout20%toIndonesiasGDP(GrossDomesticProduct),followedbygreaterSurabaya 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, integratedwithsingletrackingbetweenCirebonPemalangandLaranganSurabaya,whiletheline capacitybetweenthistwocitiesislimitedandthenumberofpassengerisincreasing.Thetraveling timebetweenthistwocitiesbyatrainisabout1014hoursandbyabusismorethan18hoursdue tothetrafficjam,whichmeansawastingtimeforbusineespeopleandverytiredforthepassengers. However,althoughcurrentlythereisoneairflighteveryhourbetweenJakartaandSemarang,the runwayoftheSoekarnoHattaAirportisexpectedtoreachthecapacitylimitby2015.

HighSpeed TrainProjectinIndonesia (JakartaSurabayaCorridor)

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.Iftravelrangeinadayisexpandedbyanefficienttransportationsystem,humanandmaterial 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 developmentandhumanresourcedevelopmenttargetinIndonesiawillbeachieved.Asaresult,the citiesdottingalongthenorthshoreofJavawithindependenteconomicactivitiescanbeintegrated intoalineshapedregion,andbecomecapableofefficienteconomicactivitieswhilesharingtasksin their respective realms of expertise. This leads to economic development of the whole integrated area,andatthesametime,thedevelopmentismoreefficiently. 2. ConditiononVariousAspectsoftheProject a. LocationandGeographicalFeatures Indonesia is the world's largest archipelagic country, Indonesia is made up from 17,508 large and smallislands,ofwhichapproximately6,000areinhabited.Itslandareaextendsroughly1.86million km2,makingIndonesiatheworld's16thlargestcountry[Figure1.].Amongtheislands,thelargestis Kalimantan (539,000 km2), followed by Sumatra (426,000 km2), Irian Jaya (422,000 km2), Sulawesi (174,000km2),andJava(129,000km2).DKIJakartaisthecapitalofIndonesia,andislocatedonthe 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,andJayapura.

Figure1.MapofIndonesia

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,thesharesoftheotherislandswereallsingledigitfiguresbetween2.2%and7.2%,except forSumatraIslandat21.1%.ThepopulationdensityperunitareaishighestonJavaIsland,showinga figure roughly 8 times higher than the national average. The highest population density region on JavaIslandisfoundinDKIJakarta,wherethedensityof1,005persons/km2isabout12timeshigher
HighSpeed TrainProjectinIndonesia (JakartaSurabayaCorridor)

thantheoveralldensityforJavaIsland.Morethan60%ofIndonesianpopulationarelivingonthe JavaIslandwhichaccountsonly7%ofthenationalland,especially,concentrationofpopulationin theJakartametropolitanareaisextreme. c. EconomicCondition Between 1987 and 1997, as a result of implementation of measures by the administration at that periodthatplacedthehighestpriorityonpromotingthecreationofjobopportunitiesandincreasing exportsinnonoilrelatedfields,Indonesiaachievedahighaverageeconomicgrowthrateofnearly7% peryear.However,the1997AsiancurrencycrisiscausedIndonesiatoexperienceextensiveeconomic damage.Thisincludedtheweakeningoftherupiahagainstthedollar,adropinnewinvestments,and areductioninimportscausedbytheunstablecurrencyrates.Asaresult,Indonesia's1998GDPgrowth rate dropped to minus 13%. Following this, due to the implementation of various reforms by the governmentandfavorabledomesticconsumption,theGDPratehasrecentlyreached5%ormore.The Indonesian government is now implementing an economic growth package focused on promoting investmentandtrade,andonincreasingemploymentopportunities.Inaddition,thegovernmenthas 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. TransportationSituation ThenumberofpassengersandvolumeoffreightthroughoutIndonesiabyeachtransportationmode including road, rail, sea, air, and inland waterways (ferries and rivers) in 2005, together with the sharesofeach,areshownin[Table1].

Table1.TransportationVolumeandShareforEachModeinIndonesia PassengerTransport Mode 1.Road 2.Railway 3.Ferry 4.Sea 5.Air 6.River Total Volume (106People) 2,021.1 150.3 116.0 42.3 36.5 10.3 2,376.5 Sharing(%) 85.05 6.32 4.88 1.78 1.54 0.43 100 FreightTransport Volume (106 ton) 2,514.1 17.4 27.4 194.8 1.4 0.3 2,755.4 Sharing(%) 91.24 0.63 0.99 7.07 0.05 0.01 100

(Source)MinistryofTransportation

1) RailwayTransportation In Java, passenger trains were much more important than freight trains. But in Sumatra, freight trafficisanimportantcustomerofrailwayservices.Thenumberofpassengersincreased10.9%from 175millionto194millionin2008.Thepassengertrafficvolumeshowinganaverageannualincrease of2.4%overthefiveyearperiod.Thevastmajority(98%)ofpassengersarecarriedonJavaIsland, wherealargepartofthepopulationisconcentratedandlargeandmediumsizecitiesarelocatedin successionfromwesttoeast,whichmeansthatJavaisanideallocationforrailwaytransportation. 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

HighSpeed TrainProjectinIndonesia (JakartaSurabayaCorridor)

planned to increase coal production, and that railways should be used to transport the additional coal. 2) RoadTransportation The total length of road nationwide is approximately 380,000km, meanwhile, the registered numbersforeachtypeofvehicleoverthelastfiveyearperiodwas63million.Theaverageannual growthrateoverthesevenyearperiodwas21.2%forallvehicles,whichisanextremelylargefigure comparedwiththemere1.1%growthoftheroadlengthexpansionrateoverthefiveyearperiod.As aresultofthisrapidincreaseinthenumberofvehicles,theroadtrafficsituationparticularlyinthe main cities is worsening every year following the severe traffic jams and traffic accidents. In particular,thepoortrafficmoralsofmotorcycleridersareconfusingtheflowoftrafficandcausing even more traffic jams and accidents. Due to this overlarge number of accidents and casualties, trafficaccidentshavenowbecomea majorsocialproblem,andnotonlyareimprovementstothe road infrastructure required, but also changes in traffic morals, such as observing the traffic regulations. 3) AirTransportation Currently, there are 31 airlines on domestic routes, including those operating nonscheduled servicesandbothlargeandsmallcompanies,whichareoperating195routeslinking101cities.The majorityofthedomesticroutescurrentlylinkJakartawithothermajorcities.Thenumberofflights fromJakarta andalistof the topdestinationsfordomestic passengerswasSurabayabothforthe number of flights and the number of passengers. Other destinations in Java island, such as from JakartatoSemarangortoYogyakarta,eachmadeup5%ofthetotal.Ontheotherhand,therunway oftheSoekarnoHattaAirportisexpectedtoreachthecapacitylimitby2015. 4) SeaandInlandWaterwaysTransportationSituation For Indonesia, as the world's largest archipelagic nation made up of 17,500 islands, sea transportationcanbesaidtobeanindispensabletransportationmeans.Seatransportationhaslarge advantagesvisavisairtransportationwhichhascommonfunctionoflinkingtwopointsdirectly.The passengernumbersofdomesticpassengerscarriedonseatransportationdeclinedapproximatelyby 40%from8.4millionin2003to5.1 millionin2007,itis believedthat thiswasdue totheshiftof passengerstofarediscountedairtransport. 3. RailwayServicesinIndonesia TherearecurrentlyfourunconnectedrailwaysystemsinIndonesia,oneinJavaIsland,andthreein SumatraIsland,consistingmorethan6,900kmstrackandaround4,800kmsisinoperation.Railway networkof1067mm(3'6")gaugethatexistedinIndonesiagenerallyweretheonesthatwerebuilt 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 causedthemaximumoperationalspeedtobereducedtolessthan100km/hr.Therailwaynetworks alsohavelimitedcarriagecapacityduetolimitedaxleloadof15toninJavaand18toninSumatera. 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 infrastructurethatwasconcernedasamajorprobleminIndonesia.
HighSpeed TrainProjectinIndonesia (JakartaSurabayaCorridor)

4. HighSpeedTrainProjectinJakartaSurabayaCorridor a. ProjectOverview High Speed Train system is introduced into railway between Jakarta and Surabaya, and thereby travelingtimeisreducedto3hoursorless.TheintroductionexpectsdemandsinducedbytheHigh SpeedTrainandtransferofpassengersbetweentransportmodes.Basedonthese,estimationsare madeofeconomicbenefitssuchasefficientlydevelopingeconomy,promotionofregionaleconomy, utilization of local human resources, reduction of environmental load and effective utilization of existinglines.Atthesametimetheprojectaimatreductionofpublicloadbyencouragingprivate sectorstoentertherailwayoperationbusiness.Thefollowing[Table2]summarizestheproject.

Table2.HighSpeedTrainProjectOverview Items Dedicatedlineextension Purposeoftransportation km Results 685 HighSpeed Train exclusivefor passengers Remarks Jakarta SemarangSurabaya

Thenumberofstations

locations

Rollingstockmaintenanceyard

locations

Constructionperiod

years

Thenumberofcarsforatrainsets(The numberofcarsaccommodatedinrailway facility)

cars

Jakartastation(Manggarai/or alternative Cikampekstation(or alternative Cirebonstation 9 Tegalstation Pekaloganstation Semarangstation(Poncol) Gambringanstation Cepustation Surabayastation(Pasarturi) Karawangdepot Cirebondepot 4 Semarangdepot(Purjankang Surabayadepot(Sidotopo) 9(3 for Duetotimeconstrain,thestudy designing+5 willbemadeontheassumptionof for simultaneousoperationstartof construction+ wholeline,however,realistic 1fortrial partialoperationstartwillbe operation studiedinF/S. Sinceatencartrain accommodates814passengers, accommodationofabout600 passengersisplannedin considerationofdemands. 8(12) However,theeffectivelengthofa platformisprovidedfora12car trainforfutureincrease(actual platformsareconstructedfor8car trains).Substationsareprovidedat intervalsbasedona12cartrain.
HighSpeed TrainProjectinIndonesia (JakartaSurabayaCorridor)

Gauge Maximumdesignspeed Maximumcommercial speed Minimumradiusofplane curve Minimumradiusofprofile curve Maximumcant Allowabledeficiencyof cant Construction standard

mm km/h km/h m m mm mm

1,435 350 300 6,000 25,000 180 110

Standardgauge.Nothrough operationwithexistinglines (1,067m)isavailable.

Radiusofaplanarcurveenabling stabletravelingat350km/h. Radiusofaprofilecurveenabling stabletravelingat350km/h.

Maximumgradient

25

Trackcenterdistance Bodywidth Maximumaxleload(= designaxleload) Formationlevelwidth Switchmachineinstation yard Innercrosssectionof tunnelofstandarddouble track Cutandembankment Structuretype breakdown

m m kN m # m2

4.5 3.4 140(=130+10) 11.6 18 83

Basically,25,andpartially35. TGVuses25forAtlanticOcean lineandNorthEuropeline,35 forSouthEastlineand Mediterraneanline.Railwayin Taiwanbasicallyuses25,and partially35. 4.5misdeterminedbecauseof higherspeedinthisproject Ten(10)isaddedinconsideration offullpassengers.

Thiscontributestoreductionin constructioncosts. Thisreducestheareaoftheright ofwayandsimultaneously increasestheslabtracksection. Extensionofviaductsisincreased inordertoemploytheslabtrack asmuchaspossible.

km

380

Bridgeandviaduct Tunnel

km km Kg/m

270 39 Slab/Ballasted JIS60 AC225kV 50Hz AT 15 Simple 39.2 260 50 520

Trackstructure Railtype

Powerfeedingvoltage Powerfeeding Powerfeedingsystem Numberof locations substations Overheadcontactline system Totaltension kN Totalcross mm2 section Span m Wave Km/h propagation

Providedapproximatelyevery50 km.

Overheadcontactline

HighSpeed TrainProjectinIndonesia (JakartaSurabayaCorridor)

speedof contactwire Signalingsystem Blocksystem Signal Traincontrol Traindetection

Basictransmission

Telecommunication/operation Groundtraintalksystem Reverseoperation Trackingtoexistinglines Earthquakerapidalarm

Cabsignal Automatic block ATCsingle stepbrake Insulated rackcircuit Digital transmission byoptical cable Digitalspace wave Notavailable Notavailable UrEDAS

Patternfollowingsystem

Anurgentbrakeworksatintensity 4uppertostoppowersupply.

b. TotalCostandImplementationSchedule Thetotalcostincludingcostsoftheconsultingservices,tax,generaladministration,landacquisition, price escalation, and contingency is about 21,369 million US$. The Project will be started in 2011, however,thatactualstartofoperationfortheHighSpeedTrainwillbeinaroundyear2020. c. DemandForcast The operation of High Speed Train will impact the use of the conventional line, which is obviously decreasingasmentionedabove.Thedemandforecastfortheconventionallineismultipliedbythe modalshiftratebetweentransportmodes.Then,themodalshiftvolumestoHighSpeedTrainare estimatedasfollows[Figure2].

120 100 Passenger Volume (Million) 80 60 40 20 0 2020 2025 2030 2035 Year 2040 2045

Figure2.HighSpeedTrainPassengerVolumeForecast

HighSpeed TrainProjectinIndonesia (JakartaSurabayaCorridor)

5. FinancialandEconomicAnalysis a. FinancialFIRRAnalysis Initialinvestmentcostwasestimatedat26billionUS$includingriskinflationhedgeonthebasisof physical contingency ratio and contingency ratio by international and local currencies. In addition, themaintenancecostwasestimatedatanamountequivalentto3.0%oftheinitialinvestmentcost (base cost + physical contingency). The financial benefits were estimated at 1.70 billion US$ (expectedtoreachthisvaluein2019andwillincreaseasdemandsgrowyearafteryear)and0.20 billionUS$(expectedtoreachthisvaluein2019andwillincreaseasdemandsgrowyearafteryear) foroperationalandnonoperationalprofits.TheFIRRwasestimatedat10.4%allthroughtheproject lifeof40years,whereastheFIRRwasestimatedat11.0%inacaseofsubstantial5%tariffchange every5years.Sincetheopportunitycostofcapital(OCC)inIndonesiaispresumablysetat8.6%in view,theProjectisevaluatedasfinanciallyviable.Likewise,theNPVassociatedwiththeconcerned Projectwasfiguredoutpositiveat4.94billionUS$withthediscountrateof8.6%,thusleadingtothe sameconclusionastheFIRRanalysis.Meanwhile,theownersequityFIRRturnedouttobe22.8%, aroundtwicethecommercialbanklendingrate,revealingthe HighSpeedTrainProject hasahigh returntotheprivatesectorinvestors. b. EconomicIRRAnalysis Based on the financial cost, the economic cost was estimated at 18.5 billion US$, while transfer payments and opportunity cost were estimated at zero, price contingency was excluded, and the domesticcostswereconvertedtotheinternationaleconomiccost.Theeconomicbenefitsinclude(i) timevalueofprospectiveHighSpeedTrainpassengers,(ii)foreignexchangesavedduetoreduction of operations of commercial trucks resulting from the increase of cargo train capacity and due to downsized fuel oil (diesel oil) imports, and (iii) foreign exchange earned through reduction in CO2 emissionrelatedtoreductionofflightandpassengertrainschedulesaccompanyingtransferfromair planes to High Speed Train and earned through international CO2 emission trading on the international market. The economic profits were estimated at (i) 7.58 million US$, (ii) 9.95 million US$,and(iii)46.72millionUS$fortheabovethreetypesofbenefits,respectively,andtotalto64.24 millionUS$(asofyear2019,andwillgraduallyincreasethereafter). c. SensitivityAnalysis The following [Table 3] shows FIRR and EIRR on the assumption that (i) prospected benefits is reducedby10%,(ii)initialinvestmentisincreasedby10%,and(iii)firstprojectbenefitsareobtained oneyearlaterthanexpected.

Table3.FIRRandEIRRAnalysis FIRR OwnersequityFIRR 5 % tariff change (every 5 years) EIRR LRMCpricingEIRR

Basecase 10.4% 22.8% 11.0% NA 7.2%

10%benefit 9.6% 21.5% 9.9% NA 6.2%

+10%cost 9.7% 21.6% 10.4% NA 6.3%

1yeardelay 9.8% 21.1% 10.6% NA 6.7%

Withregardtofinancialviability,FIRRexceedstheOCC,thusleadingtothepositiveconclusionofgo ahead. Furthermore, the owners equity FIRR shows about twice as high profitability as bank loan interests,andthereforefulfillstheconditionoftheIndonesianprivatesectorinvestmentcriterionon financialreturn.Inviewoftheforegoing,theevaluationoftheprojectintermsofpolicyinfinancial andeconomicalaspects,andarrivedataconclusionthattheProjectisappropriateasaPPPproject tobeimplementedbymainlyIndonesiagovernmentandtheprivatesectors. 6. EnvironmentalandSocialImpacts TheenvironmentalandsocialimpcatsoftheHighSpeedTrainconstructionareexpectedasfollows. 1) Increase economic growth and trading due to increasing of people movement and regional development,coincidewithdecreasingofcarsorpetrolusage,andandresultingimprovement ofenvironment. 2) PopulationcentralizedintheJakartametropolitanareawillbedistributedtosomesuburbs,for example,toSemarang,andthereforeenvironmentalproblemwillbealleviated. 3) Inothercities,populationinfluxleadstotaxincomeincreaseandeconomicdevelopment,and thisenablesthemtosearchforfinancialresourcesforenvironmentalmeasures. 4) Environmentalloadwillbereducedbysavingenergyconsumption.Forreferencessake,energy consumptionperpassengerinShinkansenaccountsfor60%ofthatperpassengerofabus; 30%,anairplane;and20%,acar. 5) Transfer of passengers from air planes will result in reduction of nitrogen oxide (NOX) of 362,000tons,carbonmonoxide(CO)of258,000tons,sulfurdioxide(SO2)of31,000tonsin31 yearscalculatedbysubtracting9yearsofconstructionperiodfrom40yearsoftheprojectlife basedonIPCCGuidelinesforNationalGreenhouseGasInventories. 6) Transferofcargotransportationfromtruckstoexistingrailwaylineswillresultinreductionof hydrocarbon (HC) of 43.1 tons, CO of 356.7 tons, NOX of 42.1 tons in the same 31 years. Althoughtheamountofairpollutionmaterialsisreducedbyasmalleramountbythetransfer from trucks than by the transfer from air planes, it is significant to reduce the air pollution materialsalongthelineparticular. 7. Conclusion An efficienttransportationsystemwithHighSpeedTrainfavorsmanyeconomicchangesandmost ofthemarepositive.TheinvestmentinHighSpeedTrainwillimpactthegrowthofnationalaswell regional economic development, due to reduction of travelling time and more efficient transportation. The total cost of High Speed Train project in Indonesia for Jakarta Surabaya Corridorincludingcostsoftheconsultingservices,tax,generaladministration,landacquisition,price escalation,andcontingencyisabout21,369millionUS$.Thecostbenefitanalysisoftheprojectis carriedoutbasedonthebestavailableinformationaboutdemandandcostwithdataprovidedby government institution and operators. It has been identified as cost saving. The Financial Internal Rate of Return (FIRR) along the 40 year project life has been estimated at 10.4%, while the Opportunity Cost of Capital (OCC) in Indonesia for recent year is estimated at 8.6%. Likewise, the NPV associated with the concerned Project was figured out positive at 4.94 billion US$ with the discountrateof8.6%,thusleadingtothesameconclusionastheFIRRanalysis.SinceFIRRishigher than OCC, it cannot said that the investment faces a profitability problem from the financial viewpoint.Inviewoftheforegoing,theevaluationoftheprojectintermsofpolicyinfinancialand economicalaspects,andarrivedataconclusionthattheProjectisappropriateasaPPPprojecttobe implemented by mainly Indonesia government and the private sectors, especially in the internationalframework,judgingfromitsnatureofapublicprojectandsufficientprofitability.

HighSpeed TrainProjectinIndonesia (JakartaSurabayaCorridor)

 APPENDIX

ExistingRailwayMap

Bekasi 26+552

Cikarang 43+289

Krenceng 138+049

JAKARTA 0+000 Tj.Priok Jatinegara Pasoso 11+750 Dermaga Cipinang

Merak 148+319

Km.85+400 Karawang 62+710 Lemah Abang 47+639 Kedunggedeh 56+621 Kedokan Gabus 156+336 DAOP I Cikampek 84+007 Kosambi 73+774 DAOP III Pegaden Baru 124+404 Pringkasap 103+600 Pasir Bungur 109+646 Pabuaran 97+898 Cipunegara 131+564 Haurgeulis 137+961

Tambun 33+359

Klender Kld. Baru Cakung Kranji

Klari 69+864

Cikaum 115+404

Cilegeh 148+410

SERANG 113+446 Cikeusal 94+370 Catang 90+647 Pandeglang

Tangerang 19+297
Ma ng 9 + ga r 89 ai 0

Walantaka 104+908

Jamburab 87+648

Tigaraksa 58+600

Maja Citeras 62+546 Saketi Rangkasbitung 79+694

Cisauk 32+987 Pr. Panjang 41+463 Cilejit 48+503 Tenjo 55+006 Depok 32+804 Citayam 37+716 Bojonggede Cilebut

Pasar Minggu Tanjung Barat Lenteng Agung UI Pondok Cina Depok Baru Cibinong Nambo 51+990 Bogor 54+810 0+000 Boo-Yk Cianjur 95+774 Malabar 99+686 Batu Tulis 4+378

Km. DAOP I 85+500 DAOP II

Cibungur 91+643 Sadang 97+778 Purwakarta 103+070 Ciganea 109+636

Menes Labuan

Jatiwangi

Sukatani 116+871 Kadipaten Plered 120+941 Selajambe 104+888 Ciranjang 108+078 Cisomang 127+164 Cikadongdong 132+869 Rendeh 135+946 Maswati 140+006 Sasaksaat 144+711 Cilame 151+767 Padalarang Cipatat 127+071 Raja Mandala 119+501 Pwk-Pdl 159+072 Si-Pdl-Bd 140+472 Tanjungsari

Ciomas 9+306 Maseng 14+096 Cigombong 19+622 Cicurug 26+715 Parung kuda 34+539 Sukabumi 57+173 Km.58+400

Jatinangor Bumi Waluya 228+350

Tagog Apu 134+904

DAOP II Cipeuyeum 113+265 Cilaku 88+167

BANDUNG 155+134 Cimahi 146+957 Cimindi 150+405 Andir 152+405 Cikudapateh 157+772
1 2+27 ka 18 6 leng Cica 0+75 k 19 agre N 560 196+ jero ebak L

Kiaracondong 160+124

Gedebage 165+332

Cimekar 168+125

Rancaekek 172+977

Haurpuguh 178+427

Cibeber 82+410 Pd. Leungsir 48+450 Cisaat 52+352

Kr tengah 44+774 Bayah

Gandasoli 64+296

Knai 207+000 Leuwigoong 210+000 Cibatu 213+631 Warung Bandrek 219+575

Cireugas 70+142

Lampegan 73+252

Cipendeuy 234+588

Leles 202+960

Ciawi 248+178

Cibadak 39+884

Cirahayu

DayeuhKolot

I nd 26 ihian 5+ 42 g 5

DAOP I

257+ 510

Ciamis 288+696

Ciparay

Pamongpeuk

Majalaya

Banjaran Soreang Pangalongan Ciwidey

Tasik 270+193 Manonjaya Awipari 279+978 276+848

Raja

pola h

Garut

Bojong 297+329 Karangpucung 304+940

Cikajang

LEGENDA

Bantalan Beton Bantalan Besi Bantalan Kayu

Rel R 54 Rel R 50 Rel R 42 Rel R 38

Jalur Ganda Jalur Tunggal Batas Propinsi

Rel R 33 Rel R 25

Ke r 18 tas K 7+ em 19 aliw Ar 33 ay 4+ e jo 4 a 71 di w 6 Ba 202 ina ng +4 ng 20 u u du 93 n 7 C +4 w a 21 ng 93 a 2+ kri 34 ng 9

Tanah Abang 6+925 Palmerah Kebayoran Pondok Ranji Sudimara Serpong 30+203

Tebet Cawang Duren Kalibata Pasar Minggu Baru

Terisi 162+336

Tanjung Rasa 93+100

Anyer Kidul

Jatibarang 179+120

Dawuan 80+811

Cilegon Tonjong 134+267 126+556

Karangantu 121+621

Telagasari 170+524

Pesing Kalideres Poris

Indramayu

Duri

Pamekasan Km. 113

Lasem Rembang Bangkalan Jatigoro Lamongan 188+144 Sumlaran 177+041 Kwanyar Km. 25

P. MADURA Tanjung Km. 100 Kedungdung Km. 47 Torjun Km. 75 Duduk 200+297 Socah Cerme 210+584 Modung Km. 36 Labang Km. 13 Gresik Kamal Km. 0 Tandes 224+223 Telang Km. 6 Bantalan Beton Bantalan Besi SURABAYA Sbi 229+573 Sgu 0+000 Wonokromo 17+361 7+880 Waru 13+651 Km.48+400 DAOP VIII Gedangan 17+679 Sidoarjo 25+509 Tanggulangin 31+071 Porong 34+650 Curah Malang 65+142 Mojosari Gn. Gangsir 40+650 Pasuruan 62+976 Probolinggo 101+451 Prajekan Km. 49 Rejoso 71+857 Grati 77+537 Bayeman 89+924 Bonosare Km. 35 Leces 123+726 Malasan 121+740 Grujugan Km. 21 Singosari 39+172 Ranuyoso 130+481 Klakah 135+384
Kotok 207+405

Pucuk 171+261

Tuban Km.126+100 Bojonegoro 125+670

Gembong 165+999

Balega Km. 58 Sampang Km. 82 LEGENDA

Blora Kalitidu 110+310 Ngawen Tobo 96+526

DAOP VIII Sumber Rejo 138+798

Benowo 215+801

Indro 9 + 850

Kapas 130+842

Rel R 54 Rel R 50 Rel R 42

Kapuan 83+187

Randublatung 65+471

Kunduran

Wadu 76+935

Babat 159+943

Bantalan Kayu Jalur Ganda Jalur Tunggal Batas Propinsi

Rel R 38 Rel R 33 Rel R 25

Doplang 52+928

Sulur 45+517

Cepu 88+713 DAOP IV

Baureno 150+995

Kandangan 20+840

Sepanjang 25+111 Ngimbang Km.64+200 DAOP VIII Peterongan 76+161 Boharan 34+811 Kriyan 39+274 Kadinding 44+012 Tarik 48+601 Tulangan

Kedunggalar 200+707

Sembung 89+307

Ploso Jombang 81+497

Mojokerto 58+300

Walikukun 210+197

Sukomoro 114+445

Kertosono 96+808

Situbondo Km. 62 Panji Panarukan Km. 70

Caruban 149+569

Saradan 141+063

Wilangan 132+265

Bagor 125+230

Baron 108+810

Sumobito 69+307

Paron 191+707

Babadan 157+889

Bangil 47+038 0+000 Bg - Ml Wonokerto 8+758 DAOP VII Sukorejo 16+971 DAOP IX Sengon 21+237

Klabang

Geneng 184+344

Purwoasri 208+329 Nganjuk 118+842 Barat 176+332 Papar 202+337 Madiun 165+783 Minggiran 198+123 Susuhan 192+084 Kediri 186+866

Bondowoso Km. 27

Lawang 31+114

Tamanan Km. 16 Sukawono Km. 8 Ledokombo 8+320 Kalisat 214+462 0+000 Jember 197+285 Mangli 190+543 Rambipuji 186+588 Bangsal Sari 177+584 Banyuwangi 18+484 Argopuro 12+630 Sempolan 16+020 Garahan 20+271 Kabat 76+557 Glenmore 44+752 Temuguruh 66+316 Singojuruh Rogojampi 72+197 Kalisetail 54+766 Karang Asem 6+806

Pagutan Ngadiluwih 177+321

Blimbing 44+344

Randuagung 146+890 Malang 49+234 Malang Kt. Lama 51+370 Grobogan Km. 8 Jatiroto 156+000 Lumajang Km. 17 DAOP VII Blitar 122+895 Wlingi 104+770 Kepanjen 68+122 Garum 116+774 Talun 108+490 Pakis Aji 60+455 Tempeh Km.27 Yosowilangun Km. 34 Gumukmas Km. 49 Kasijamlor Km. 57 Kancong Km. 43 Tekung Km. 27

Arjoso 203+170

Keras 170+979 Ngujang 163+249

Tanggul 167+050

Ponorogo

Kalibaru 37+390

Sumber Wadung 50+954

Mrawan 29+880

Krikilan

Srono

Sumber Gempol 151+638

Rejotangan 135+971

Ngunut 143+861

Jetis

Tulungagung 156+820

Pasirian Km. 36 Ngebruk 75+114

Sumber Pucung 79+467

Kesamben 95+454

g lun B a . 64 Km

Gondonglegi

Slahung

DAOP VIII Km.134+300

Dampit

HighSpeedTrainMap (JakartaSurabayaCorridor)

RouteProfile

CrossSectionofStructures