FEASIBILITY STUDY

SAS INFRASTRUCTURE PROJECT IN JAMBI PROVINCE

APRIL - 2023

PT.TRIPOD ENGINEERING SERVICES

Table of Contents
Table of Contents ...........................................................................................................................................i
List of Table .................................................................................................................................................. iv
List of Figure ................................................................................................................................................. vi
CHAPTER 1 Introduction ...................................................................................................................... 1-1
Background ............................................................................................................................... 1-1
Scope of Work ........................................................................................................................... 1-1
Data Provided by PT SAS ........................................................................................................... 1-2
Definition and Abbreviations .................................................................................................... 1-2
CHAPTER 2 Overview of The Study Area ............................................................................................. 2-4
Geographical Location .............................................................................................................. 2-4
Administrative Areas ................................................................................................................. 2-4
Population ................................................................................................................................. 2-5
Economy.................................................................................................................................... 2-6
Physical Conditions of the Environment ................................................................................... 2-7
2.5.1 Geological Conditions ....................................................................................................... 2-7
2.5.2 Topographical Conditions ................................................................................................. 2-7
2.5.3 Climaate Conditions .......................................................................................................... 2-7
2.5.4 Soil Type ............................................................................................................................ 2-7
2.5.5 Land Use Conditions.......................................................................................................... 2-7
2.5.6 Disaster Prone Areas ......................................................................................................... 2-8
2.5.7 Road Network in Jambi Province ...................................................................................... 2-9
CHAPTER 3 An Overview of The Transportation System in Jambi Regarding The Hauling Road
Development Plan................................................................................................................................... 3-10
Condition of the Road Network in Jambi Province ................................................................. 3-10
3.1.1 Traffic Conditions ............................................................................................................ 3-10
3.1.2 Existing Road Network in Jambi Province ....................................................................... 3-11
Transport System for Energy Sources and Other Commodity Transportation. ...................... 3-16
3.2.1 Trip Generation ............................................................................................................... 3-16
3.2.2 Trip Assignment .............................................................................................................. 3-22
CHAPTER 4 Hauling Road Construction Stage ................................................................................... 4-26
Considerations in Staging........................................................................................................ 4-26
Logistics Staging ...................................................................................................................... 4-26
4.2.1 Logistics Study Stage-1 .................................................................................................... 4-26

Page i
 4.2.2 Logistics Study Stage-2 .................................................................................................... 4-27
4.2.3 Logistics Study Stage-3 .................................................................................................... 4-29
Staging of Transportation Routes ........................................................................................... 4-32
4.3.1 Stage 1 Transportation Route Plan ................................................................................. 4-32
4.3.2 Stage 2 Transportation Route Plan ................................................................................. 4-33
4.3.3 Stage 3 Transportation Route Plan ................................................................................. 4-34
Hauling Road Technical Planning ............................................................................................ 4-35
4.4.1 Analysis/Design of Hauling Roads Stage-1 ...................................................................... 4-35
4.4.2 Analysis/Design of Hauling Roads Stage-2 and Stage 3 .................................................. 4-39
Technical Planning for Supporting Buildings........................................................................... 4-44
4.5.1 Technical Planning for Stage 1 Supporting Buildings ...................................................... 4-44
4.5.2 Technical Planning for Stage 2 Supporting Buildings ...................................................... 4-45
4.5.3 Technical Planning for Stage 3 Supporting Buildings ...................................................... 4-47
Calculation of the Earthworks Volume ................................................................................... 4-48
4.6.1 Calculation of the Volume of Cut & Fill Stage 1 .............................................................. 4-48
4.6.2 Calculation of the Volume of Cut & Fill Stage 2 .............................................................. 4-49
4.6.3 Calculation of the Volume of Cut & Fill Stage 3 .............................................................. 4-50
Comparison of the Volume of Road and Supporting Building Works for Stage-1, Stage-2 and
Stage-3. ............................................................................................................................................... 4-51
Estimated Cost of Hauling Road Construction and Supporting Buildings ............................... 4-52
4.8.1 Capital cost Stage 1 ......................................................................................................... 4-52
4.8.2 Operational cost Stage-1................................................................................................. 4-55
4.8.3 Capital cost Stage-2......................................................................................................... 4-55
4.8.4 Operational cost Stage-2................................................................................................. 4-58
4.8.5 Capital cost Stage-3......................................................................................................... 4-59
4.8.6 Operational cost Stage-3................................................................................................. 4-60
CHAPTER 5 Intermediate Stockpile Plan ............................................................................................ 5-61
Intermediate Stockpile in Stage 1 ........................................................................................... 5-64
Intermediate Stockpile in Stage 2 ........................................................................................... 5-68
Calculation of Intermediate Stockpile Work Stage 1 and Stage 2 .......................................... 5-69
Calculation of Intermediate Stockpile Operational Costs ....................................................... 5-70
5.4.1 Stage 1 Operational Costs ............................................................................................... 5-70
5.4.2 Stage 2 Operational Costs ............................................................................................... 5-71
CHAPTER 6 Port Construction Phase Plan.......................................................................................... 6-73
Port Planning Concept ............................................................................................................ 6-73

Page ii
 6.1.1 Batanghari River Traffic Analysis..................................................................................... 6-74
6.1.2 Bridge clearance.............................................................................................................. 6-75
6.1.3 Dredging Requirement .................................................................................................... 6-77
Considerations in Staging........................................................................................................ 6-79
6.2.1 Capacity of 10,000,000 tons per year Port Stage 1......................................................... 6-79
6.2.2 Capacity of 20,000,000 tons per year Port Stage 2......................................................... 6-83
Calculation of Work Volume for Stage 1 and Stage 2 ............................................................. 6-88
6.3.1 Port Work Volume Stage 1 with a capacity of 10,000,000 tons per year ....................... 6-88
6.3.2 Port Work Volume Stage 2 with a capacity of 20,000,000 tons per year ....................... 6-96
Calculation of Estimated Construction and Operational Costs for Stage-1 & Stage-2 ......... 6-101
6.4.1 Calculation of Port Operational Cost Stage 1................................................................ 6-101
6.4.2 Calculation of Port Operational Cost Stage 2................................................................ 6-102
CHAPTER 7 Economic Analysis ......................................................................................................... 7-105
Purpose of Economic Analysis .............................................................................................. 7-105
Understanding of the Economic Value of the Project .......................................................... 7-105
Assumptions and Variables used .......................................................................................... 7-106
Cashflow Analysis .................................................................................................................. 7-109
Budget Planning .................................................................................................................... 7-111
Economic Feasibility Analysis ................................................................................................ 7-111
Equity Investment Feasibility Analysis .................................................................................. 7-113
Sensitivity of Project Feasibility to Construction Costs ......................................................... 7-113
CHAPTER 8 Conclusions and Recommendations ............................................................................. 8-114
Hauling Road ......................................................................................................................... 8-114
Intermediate Stockpile .......................................................................................................... 8-114
Port........................................................................................................................................ 8-115
Economic Feasibility Analysis ................................................................................................ 8-115

Page iii
List of Table
Table 1-1 Definition and Abbreviations .................................................................................................... 1-2
Table 2-1 Jambi Province Administrative Region...................................................................................... 2-5
Table 2-2 Number and Population Density of Jambi Province ................................................................. 2-5
Table 2-3 Gross Regional Domestic Product at Current Prices by Business Field for 2021-2022............. 2-6
Table 2-4 Road Condition in Jambi Province ............................................................................................ 2-9
Table 3-1 Road Length by Function in Jambi Province ........................................................................... 3-15
Table 3-2 Coal Company in Batanghari Regency, Jambi Province .......................................................... 3-17
Table 3-3 Coal Company in Bungo Regency, Jambi Province ................................................................. 3-17
Table 3-4 Company in Muaro Jambi Regency, Jambi Province............................................................... 3-18
Table 3-5 Coal Company in Sarolangun Regency, Jambi Province.......................................................... 3-18
Table 3-6 Coal Company in Tanjung Jabung Barat Regency, Jambi Province ......................................... 3-19
Table 3-7 Coal Company in Tebo Regency, Jambi Province .................................................................... 3-19
Table 3-8 Plans and Realization of Coal Production in Jambi Province in 2022 ..................................... 3-19
Table 4-1 Logistics Stage-1 from Intermediate Stockpile ISP-1 to Port .................................................. 4-27
Table 4-2 Logistics Stage-2 from Intermediate Stockpile ISP-2 to Port .................................................. 4-27
Table 4-3 Alternative Phase-2 Logistics from Intermediate Stockpile ISP-1 to Port .............................. 4-28
Table 4-4 Alternative Stage-2 Logistics from Intermediate Stockpile ISP-2 to Port ............................... 4-29
Table 4-5 Logistics Stage-3 from SAS Mine to Port ................................................................................. 4-30
Table 4-6 Alternative Stage-3 Logistics from Intermediate Stockpile ISP-1 to Port ............................... 4-31
Tabel 4-7 Alternative Stage-3 Logistics from Intermediate Stockpile ISP-2 to Port ............................... 4-31
Table 4-8 Alternative Stage-3 Logistics from SAS Mine to Port .............................................................. 4-31
Table 4-9 Details of Road Sections for Operations in Stage 1 of Construction....................................... 4-33
Table 4-10 Details of Road Sections for Operations in Stage-2 Construction ........................................ 4-34
Table 4-11 Details of Road Sections for Operations in Stage-3 Construction ........................................ 4-35
Table 4-12 List of Supporting Buildings on the Stage-1 road segment ................................................... 4-44
Table 4-13 List of Supporting Buildings on the Stage-2 road segment ................................................... 4-45
Table 4-14 List of Supporting Buildings on the Stage-3 road segment ................................................... 4-47
Table 4-15 Results of the Calculation of the Volume Cut and Fill Stage 1 .............................................. 4-48
Table 4-16 Results of the Calculation of the Volume Cut and Fill Stage 2 .............................................. 4-49
Table 4-17 Results of the Calculation of the Volume Cut and Fill Stage 3 ............................................. 4-50
Table 4-18 Comparison of the Volume of Infrastructure Work for Stage 1, 2 & 3 ................................. 4-51
Table 4-19 Construction Cost Hauling Road ........................................................................................... 4-52
Table 4-20 Cost of Underpass Type-2 – 3 units ...................................................................................... 4-53
Table 4-21 Total Cost of Construction Stage-1 ...................................................................................... 4-54
Table 4-22 Operational Cost Stage-1 ...................................................................................................... 4-55
Table 4-23 Construction Cost of Hauling Road ..................................................................................... 4-55
Table 4-24 Cost of underpass Type-1 – 5 unit ........................................................................................ 4-56
Tabel 4-25 Cost of Multiplate Culvert dia 6m – 5 unit ........................................................................... 4-57
Table 4-26 Total Cost of Construction Stage-2 ...................................................................................... 4-58
Table 4-27 Operational Cost Stage-2 ...................................................................................................... 4-58
Table 4-28 Cost of Hauling Road Construction ....................................................................................... 4-59
Table 4-29 Total Cost of Construction Stage 3........................................................................................ 4-60

Page iv
Table 4-30 Operational Cost Stage-3 ...................................................................................................... 4-60
Table 5-1 Intermediate Stockpile Work Volume..................................................................................... 5-69
Table 5-2 ISP Operational Cost Stage 1 ................................................................................................... 5-71
Table 5-3 ISP Operational Cost Staage 2 ................................................................................................. 5-71
Table 6-1 Batanghari River Traffic Analysis............................................................................................. 6-75
Table 6-2 Wharf Requirements Analysis Stage 1 .................................................................................... 6-82
Table 6-3 Wharf Requirements Analysis Stage 2 .................................................................................... 6-88
Table 6-4 Port Work Volume Stage 1 ...................................................................................................... 6-89
Table 6-5 Port Work Volume Stage 2 ...................................................................................................... 6-96
Table 6-6 Stage 1 Port Facility Operational Costs ................................................................................. 6-102
Table 6-7 Stage 2 Port Facility Operational Costs ................................................................................. 6-103
Table 7-1 Macroeconomic Assumptions............................................................................................... 7-106
Table 7-2 Variables in Financial Analysis............................................................................................... 7-106
Table 7-3 Construction Stages and Costs .............................................................................................. 7-107
Table 7-4 Operation Stages................................................................................................................... 7-107
Table 7-5 Loan Facility Scheme & Variable ........................................................................................... 7-108
Table 7-6 Loan Schedule ....................................................................................................................... 7-108
Tabel 7-7 Grafik Loan Schedule............................................................................................................. 7-109
Table 7-8 Cashflow Projection .............................................................................................................. 7-109
Table 7-9 Sensitivity Analysis - Percentage ........................................................................................... 7-110
Table 7-10 Budget Planning .................................................................................................................. 7-111
Table 7-11 Economic Feasibility Analysis .............................................................................................. 7-111
Table 7-12 NPV with Sensitivity ............................................................................................................ 7-112
Table 7-13 Chart of NPV & IRR Sensitivity ............................................................................................ 7-112
Table 7-14 Base Case Scenario.............................................................................................................. 7-113

Page v
List of Figure
Figure 1-1 Hauling Road Plan (109,5 km).................................................................................................. 1-3
Figure 2-1 Jambi Province Administrative Region .................................................................................... 2-4
Figure 3-1 Documentation of severe traffic jams occurring on Tembesi National Road, Batanghari, Jambi
from 28 February 2023 to 1 March 2023................................................................................................ 3-10
Figure 3-2 Description of Traffic Conditions and Coal Transport Traffic Restriction Policy Traffic and Coal
Transport Traffic Restriction Policy ......................................................................................................... 3-11
Figure 3-3 Map of the Road Network in Jambi Province by function ..................................................... 3-13
Figure 3-4 Road Network Map in Jambi Province based on status ........................................................ 3-16
Figure 3-5 Plans and Realization of Coal Production in Jambi Province in 2022 .................................... 3-20
Figure 3-6 Map of Distribution of Coal Company Locations in Jambi Province ...................................... 3-21
Figure 3-7 Diagram of Trip Origin-Destinations (Realization of Production in 2022) ............................. 3-21
Figure 3-8 Diagram of Trip Origin-Destinations (Plan of Production in 2022) ........................................ 3-22
Figure 3-9 Existing Road Network Directly Affected by Coal Transportation ......................................... 3-23
Figure 3-10 Traffic Load Distribution to achieve the target of 30Mtpa in the Jambi Area ..................... 3-24
Figure 4-1 Logistics Illustration –Stage 1 ................................................................................................ 4-26
Figure 4-2 Logistics Illustration –Stage 2 ................................................................................................ 4-27
Figure 4-3 Logistics Illustration –Stage 2 Alternative.............................................................................. 4-28
Figure 4-4 Logistics Illustration –Stage 3 ................................................................................................ 4-29
Figure 4-4 Logistics Illustration –Stage 3 Alternative.............................................................................. 4-30
Figure 4-5 Route of Coal Transport from SAS mine to SAS port in Stage 1 of Construction .................. 4-32
Figure 4-6 Route of Coal Transport from SAS mine to SAS port in Phase 2 of Construction .................. 4-34
Figure 4-7 Route of Coal Transport from SAS mine to SAS port in Phase 3 of Construction .................. 4-35
Figure 4-8 Road Sections of Construction Stage-1.................................................................................. 4-36
Figure 4-9 Horizontal Alignment of STA 0+000 –STA3+500 .................................................................... 4-38
Figure 4-10 Horizontal Alignment of STA 28+000 – STA 29+500 ............................................................ 4-38
Figure 4-11 Typical Cross-section of Stage-1 .......................................................................................... 4-39
Figure 4-12 Road Sections for Stage-2 and Stage-3 Construction .......................................................... 4-40
Figure 4-13 Horizontal Alignment of STA 31+500 – STA 35+000 ............................................................ 4-42
Figure 4-14 Horizontal Alignment of STA 52+500 – STA 56+000 ............................................................ 4-42
Figure 4-15 Horizontal Alignment of STA 105+500 – STA 109+500 ........................................................ 4-43
Figure 4-16 Typical Cross-section of Stage 2 and Stage 3 ....................................................................... 4-44
Figure 4-17 Underpass Type 2 Span 13 M steel girders ......................................................................... 4-44
Figure 4-18 Roadside Rest Area .............................................................................................................. 4-45
Figure 4-19 Underpass Type 1 Span 20 M steel girders ......................................................................... 4-46
Figure 4-20 Multiplate Diameter 6 m .................................................................................................... 4-47
Figure 4-21 TALISA River 25 M Girder Concrete Prestress ..................................................................... 4-47
Figure 4-22 SEIKAMIS River 25 M Girder Concrete Prestress ................................................................. 4-48
Figure 5-1 Coal Mining Process and Delivery to ROM Stockpile............................................................. 5-61
Figure 5-2 ROM Stockpile ....................................................................................................................... 5-62
Figure 5-3 Buffer Stockpile on Crushing Station ..................................................................................... 5-63
Figure 5-4 Intermediate Stockpile Locations .......................................................................................... 5-63
Figure 5-5 Process of Coal Mining and Transportation to ISP and Shipping locations ........................... 5-64
Figure 5-6 Facilities at Intermediate Stockpile........................................................................................ 5-65
Figure 5-7 Intermediate Stockpile 2 Location ......................................................................................... 5-68

Page vi
Figure 6-1 Port Location and Transshipment PT. SAS ............................................................................. 6-74
Figure 6-2 SAS survey results at Batanghari Bridge I .............................................................................. 6-76
Figure 6-3 SAS survey results at Batanghari Bridge II ............................................................................. 6-76
Figure 6-4 SAS survey results at Gentala Arrasy Bridge .......................................................................... 6-77
Figure 6-5 Area Bathymetry Survey conducted by SAS .......................................................................... 6-78
Figure 6-6 Dredging volume throughout the Survey area ...................................................................... 6-78
Figure 6-7 Operasional Stockpile ............................................................................................................ 6-80
Figure 6-8 Stockpile Layout at Port ......................................................................................................... 6-81
Figure 6-9 Manual Jetty .......................................................................................................................... 6-82
Figure 6-10 Dump Hopper ...................................................................................................................... 6-84
Figure 6-11 Crusher................................................................................................................................. 6-85
Figure 6-12 Sketch stockpile and tripper conveyor ................................................................................ 6-85
Figure 6-13 Tripper Conveyor and Stockpile facilities ............................................................................ 6-86
Figure 6-14 Onground Feeder at Coal Port ............................................................................................. 6-87
Figure 7-1 Sensitivity Chart ................................................................................................................... 7-111

Page vii
CHAPTER 1
Introduction
Background
Jambi is a province in Indonesia which is located on the east coast of the central part of the
island of Sumatra, its capital is in Jambi City. With an administrative area of 50,160.05 km2
divided into 9 regencies and 2 cities, Jambi Province is one of the main plantation and forestry
product producers in the Sumatra region, more than 50% of the province's area is a source of
producing agricultural, plantation and forestry products. In addition, Jambi province has the
potential for other natural resources in the form of oil, natural gas and coal.

Along with the increase in energy prices on the international market in early 2022, the
demand for energy resources will increase. This has encouraged an increase in the production
volume of energy resources from previous years, which also has an impact on increasing the
volume of transportation of energy resources across Jambi province both by road and water.

The current condition of land transportation in Jambi Province is very apprehensive, with the
increasing volume of coal transported reaching 17.3 million tons in 2022, the volume of FFB
(Fresh Fruit Bunches) transporting oil palm 15.5 million tons in 2022 and other commodities
will burdening the road network in Jambi Province. This is marked by the occurrence of traffic
jams on Jambi provincial roads to urban areas which cause disruption to the activities of the
people of Jambi. In addition, the increased volume of transport has damaged the road
conditions and resulted in an increase in traffic accidents in Jambi province.

PT. Sinar Anugerah Sukses (SAS) plans to develop infrastructure in Jambi Province, with the
aim of helping reduce the impact of the increased traffic volume of forestry, plantation and
energy commodities. The infrastructure to be developed is special roads and ports.

The planned special road plan is 109 km long, connecting the SAS mine site with the planned
SAS Port on the Batanghari River. For this stage, a 30 km special road will be built starting
from the planned SAS Port on the Batanghari River.

Special road plans also have the potential to be used together with other coal companies, so
that the goals of infrastructure development to reduce congestion and others can be
achieved.

PT Tripod Engineering Services (Tripod) is the selected consultant to conduct a feasibility

study for infrastructure development plans in Jambi Province.

Scope of Work
PT Tripod Engineering Services (Tripod) was assigned to carry out a feasibility study for the
construction of road and port infrastructure in Jambi Province, and prepare documents on
the results of the study to be used as guidelines and planning and further development.

Page 1-1
 Data Provided by PT SAS
Some of the data provided by PT SAS, which will be used in this Feasibility Study are as
follows:
▪ LIDAR Maps
▪ Corridor road plan
▪ Location of the port plan
▪ Geotechnical data

Definition and Abbreviations

Some of the terms and abbreviations in this document can be seen in the following table.
Table 1-1 Definition and Abbreviations
Definition/Abbreaviations Description
AACE The Association for the Advancement of Cost Engineering
AC-WC Asphalt Concrete – Wearing Course
AC-BC Asphalt Concrete – Binder Course
BCR Benefit Cost Ratio
BT Bujur Timur
CBR California Bearing Ratio
DWT Dead Weight Tonnage
ESDM Kementrian Energi dan Sumber Daya Mineral
HGI Hardgrove Grindability Index
IS Intermediate Stockpile
IRR Internal Rate of Return
LS Lintang Selatan
Mtpa Million Ton Per Annum
NPV Net Present Value
PDRB Produk Domestik Regional Bruto
PPN Pajak Pertambahan Nilai
SAS PT Sinar Anugerah Sukses
Tripod PT. Tripod Engineering Services
T Ton
Tph Ton Per Hour

Page 1-2
Figure 1-1 Hauling Road Plan (109,5 km)

Page 1-3
CHAPTER 2
Overview of The Study Area
Geographical Location
Jambi Province is a province in Indonesia which is located on the east coast of the central part of
Sumatra Island. Geographically located at 0O45’-2O45’ LS dan 101O10’-104O55’ BT with the
boundaries of the area are as follows:

• North : Riau Province

• West : West Sumatera Province
• South : South Sumatera Province
• East : South China Sea, Riau Islands Province

To be clearer about the orientation of Jambi Province towards its surrounding areas, it can be
seen in Figure 2-1.
Administrative Areas
The administrative area of Jambi Province is recorded at 50,160.05 km2 which is part of the
Kerinci Seblat National Park area. Jambi Province consists of 9 regencies and 2 cities with 141
sub-districts, 163 wards and 1399 villages as presented in Table 2-1.

Figure 2-1 Jambi Province Administrative Region

Page 2-4
Table 2-1 Jambi Province Administrative Region

AREA
NO REGENCY/CITY SUBDISTRICT VILLAGE PERCENTAGE
(KM²)
1 Kerinci 18 287 3.355,27 6,69
2 Merangin 24 215 7.679,00 15,31
3 Sarolangun 11 158 6.184,00 12,33
4 Batanghari 8 124 5.804,00 11,57
5 Muaro Jambi 11 155 5.326,00 10,62
6 Tanjung Jabung Timur 11 93 5.445,00 10,86
7 Tanjung Jabung Barat 13 134 4.649,85 9,27
8 Bungo 17 153 4.659,00 9,29
9 Tebo 12 112 6.461,00 12,88
10 Kota Jambi 11 62 205,43 0,41
11 Kota Sungai Penuh *) 8 69 391,50 0,78
JUMLAH 144 1.562 50.160,05 100
Information: *) Expansion in Kerinci Regency
Source: Provinsi Jambi Dalam Angka 2022

Population
The population of Jambi Province was recorded in 2020 reaching 3,677,894 people with a growth
rate of 1.39%. This population growth rate is basically still natural or due to birth and death
factors, although it is still influenced by migration. The population of Jambi Province can be seen
in Table 2-2.
Table 2-2 Number and Population Density of Jambi Province

Population
Area
No Regency/City 2020 Density
(km²)
(person/km²)
1 Kerinci 239,606 3355.27 71.41
2 Merangin 394,174 7679.00 51.33
3 Sarolangun 307,585 6184.00 49.74
4 Batanghari 275,504 5804.00 47.47
5 MuaroJambi 454,524 5326.00 85.34
6 Tanjung Jabung Timur 221,619 5445.00 40.70
7 Tanjung Jabung Barat 339,286 4649.85 72.97
8 Bungo 382,311 4659.00 82.06
9 Tebo 360,193 6461.00 55.75
10 Jambi 611,353 205.43 2,975.97
11 Sungai Penuh 91,739 391.50 234.33
TOTAL 3,677,894 50160.05
Source: Badan Pusat Statistik 2021

Page 2-5
 Economy
The Gross Regional Domestic Product (GRDP) in 2022 has increased by 5.13 percent. This increase
represents real economic growth where the inflation/deflation factor has been removed. The
transportation and warehousing sector had the highest growth rate of 16.92 percent, followed
by the corporate services sector at 15.13 percent, the electricity and gas procurement sector at
11.66 percent, the Accommodation and Food and Drink sector 11.09 percent, the mining and
mineing sector 7 .82 percent, the services sector 7.81 percent, the wholesale & retail trade
sector, car & motorcycle repair 5.41 percent, the agriculture, forestry, fisheries sector 5.00
percent, and the lowest is the health services sector and social activities -2 .40 percent. Table 2.3
shows GRDP by business field at current prices.
Table 2-3 Gross Regional Domestic Product at Current Prices by Business Field for 2021-2022

Source
Growth Distrib
Of
No Business Field 2021 2022 Rate ution
Growth
(%) (%)
(%)

1 Agriculture, Forestry, Fisheries 73,232.41 83,574.86 5.00 30.25 1.34

2 Mining and Excavation 32,983.06 53,314.11 7.82 19.29 1.82

3 Processing industry 23,768.82 26,988.68 3.05 9.77 0.31

4 Procurement of Electricity and Gas 165.62 191.07 11.066 0.07 0.01

5 Water Supply, Waste Management, Waste 331.08 351.76 3.15 0.13 0.00

6 Construction 18,302.37 19,027.91 -0.88 6.89 -0.07

7 Wholesale & Retail, Auto & Motorcycle Repair 29,038.22 33,593.95 5.41 12.16 0.53

8 Transportation and Warehousing 6,045.59 7,887.21 16.92 2.85 0.49

9 Accommodation and Food and Drink 2,568.64 2,901.79 11.09 1.05 0.12

10 Information and Communication 9,512.95 10,176.68 7.25 3.68 0.30

11 Financial Services and Insurance 5,976.35 6,425.22 -0.72 2.33 -0.02

12 Real Estate 3,753.55 4,151.36 4.22 1.50 0.06

13 Company Services 2,765.47 3,558.99 15.13 1.29 0.15

14 Adm. Government, Defence, Social Security 9,999.47 9,922.26 -0.65 3.59 -0.02

15 Education Services 8,200.96 8,585.01 2.02 3.11 0.07

16 Health Services & Social Activities 3,315.43 3,284.68 -2.40 1.19 -0.03

17 Other Services 2,104.12 2,380.83 7.81 0.86 0.08

PDRB 232,064.12 276,316.37 5.13 100.00 5.13

Source: Provinsi Jambi Dalam Angka 2022

Page 2-6
 Physical Conditions of the Environment
2.5.1 Geological Conditions

The process of formation of the Bukit Barisan Mountains through the subduction of the Indo-
Australian Ocean Crust into the Eurasian Continental Crust resulted in the uplifting of old
Mesozoic (65 million years ago) rocks with various rocks. Then, through a geological process in
the form of active volcanoes that break through older rocks, this results in the formation of
economic mineral deposits adjacent to the Bukit Barisan Mountains. Some of them are potential
minerals of copper, lead, gold, silver, and so on which are scattered between Mount Nagan and
Mount Patahsembilan in Bungo Regency. The Bukit Barisan Mountains play an important role in
protecting the environment as a whole in Jambi Province. As a National Park, the Bukit Barisan
Mountains for Jambi Province is very appropriate. because with this status water resources and
the environment will be relatively well maintained. However, because this area is also likely to
contain high economic mineral reserves, it is necessary to think about assessing these reserves
as future savings, after reserves elsewhere have decreased in quantity and quality.
2.5.2 Topographical Conditions

Jambi Province has a topography that varies from an altitude of 0 m asl in the east to an altitude
above 1,000 m asl, to the west the land morphology is getting higher where in the west is the
Bukit Barisan Mountains area which borders Bengkulu Province and West Sumatra Province
which is part of the Kerinci Seblat National Park area.
2.5.3 Climaate Conditions

Jambi Province as one of the provinces on Sumatra Island which is famous for its tropical climate
and rich in natural resources and biodiversity, but also remains vulnerable to climate change.
Symptoms of climate change, such as rising temperatures, changes in rainfall intensity and
periods, shifts in the rainy/dry seasons, and rising sea levels, will threaten the carrying capacity
of the environment and the activities of all development sectors.
2.5.4 Soil Type

Soil types in Jambi Province are dominated by Red and Yellow Podzolic with an area of 2,036,386
hectares or 39.93% of the area while the lowest soil type is latosol and litosol complex, namely
2,380 hectares or 0.05%. The characteristics of the soil in the lowlands are dominated by water-
filled soils and are prone to tidal flooding as well as the many large and small rivers that pass
through this area. In the middle, the yellow merang podzolic soil is dominated with relatively low
fertility. In the western part is dominated by hilly dry land plateau. This area is dominated by
latosol and andosol soil types. In the central part of Kerinci Regency, you can find a lot of fertile
alluvial soil types which are used as large areas of irrigated rice fields.
2.5.5 Land Use Conditions

Jambi Province has a land area of 53,435.72 km2 and a sea area of 12 nautical miles from the
coastline to the open sea. Until 2021 the area for plantation commodities in Jambi Province is

Page 2-7
1,345,185 ha consisting of 5 main plantation commodities, namely rubber with an area of
659,688 ha (49.08%), oil palm with an area of 530,721 ha (39.45%), coconut with an area of
119,330 ha (8.87%), coffee with an area of 28,972 ha (2.15%) and cocoa with an area of 2,682 ha
(0.20%).
Regarding the harvested area and production of food commodities in 2021, Jambi province's
total rice production is 298,149 tons of dry milled grain (GKG) or decreased from 2020 of 386,413
tons. This decrease was caused by a decrease in land used for growing rice from 84,773 ha in
2020 to 64,412 ha in 2021.
Jambi Province's river and marine resources, which consist of fisheries, ponds, coastal and
marine life and the biota in them, have an important role for development in the area from an
economic, social, security and ecological perspective. Fishery is one of the contributors in
supporting non-oil and gas exports with sources from marine fisheries, public waters and
aquaculture (pond cultivation, cage cultivation/KJA, pond cultivation and rice mina cultivation).
Jambi has a river area of 1,740 km for the development of cage fish cultivation and a potential
for ponds of 18,000 ha and a potential for marginal land of 100,700 ha. Then the sea area in
Jambi reaches 3,879.67 ha and the area of public waters is 115,000 ha. Apart from that, there is
a potential for the coastal area of Jambi Province around 261.80 km.
Jambi Province has an open-pit coal mine area (already and currently being mined) reaching
10,332 ha, the largest area in Batanghari Regency is 3,236 ha, then Bungo 2,836 ha, Sarolangun
2,536 ha and Tebo 1,376 ha. Out of the total open-pit coal mine area, Jambi Province recorded
coal production of up to 17.3 million tons as of November 2022.
2.5.6 Disaster Prone Areas

In Jambi Province, there are several areas that are categorized as disaster-prone areas, namely:
1. Bencana geologi
Geological Disasters in Kerinci Regency, Sungai Lilin City and Merangin Regency in the form of
subsidence, landslides, earthquakes and the threat of volcanic eruptions. Based on very
limited data from studies, the boundaries of the temporary hazard area on Mount Kerinci, ie:
a. Danger Area
The Mount Kerinci hazard area is an area around the slopes of this mountain, when its
activity increases (an eruption occurs) it will be hit by hot clouds of eruptions, fiery
(deadly) volcanic bombs. If volcanic activity increases, the entire hazard area should be
vacated.
b. Caution Area
The caution area for Mount Kerinci is an area around the slopes of this mountain. When
volcanic activity increases (an eruption occurs) lapilli (volcanic gravel) and ash fall on it,
or if rain occurs at the top of the mountain after an activity (eruption) this area will be
attacked by rain lava.

Page 2-8
2. Flood Dissaster
Flood disasters in Batang Hari Regency and several other regencies are a routine occurrence
in every rainy season.

3. Forest and Land Fire Disaster

Jambi Province is also an area that has hotspots due to land fires, in semester 1 of 2022 it was
recorded that 62.95 ha of land and forest were burned with a distribution of 795 hotspots
(hot spots). Land and forest fires are disasters that are handled very seriously because they
are recurring events that occur almost every year. This fire was caused by the extent of forest
and peat land in Jambi Province and the opening of new land which is closely related to
plantation lands both owned by the community and private plantations.

2.5.7 Road Network in Jambi Province

Roads are an important land transportation infrastructure to facilitate economic activity. With
the increase in development efforts, it will demand an increase in road construction to facilitate
population mobility and facilitate the flow of goods from one area to another. The length and
condition of the road network in Jambi is shown in the following figure and table.
Table 2-4 Road Condition in Jambi Province

Road Length Based on Surface Type (km)

Region Asphalt area Unpaved area Others
2018 2019 2020 2018 2019 2020 2018 2019 2020
JAMBI PROVINCE 2240.746 962.600 962.600 110.047 70.280 70.280 - 0.000 -
KERINCI 172.802 37.320 37.320 0.000 0.000 - - 0.000 -
MERANGIN 340.423 195.820 195.820 7.500 0.000 - - 0.000 -
SAROLANGUN 252.072 133.900 133.900 49.148 38.350 38.350 - 0.000 -
BATANGHARI 210.516 54.900 54.900 6.240 0.000 - - 0.000 -
MUARO JAMBI 297.000 129.290 129.290 7.234 0.000 - - 0.000 -
TANJUNG JABUNG 129.556 74.060 74.060 15.751 25.850 25.850 - 0.000 -
TIMUR
TANJUNG JABUNG 200.618 32.500 32.500 9.715 6.080 6.080 - 0.000 -
BARAT
TEBO 249.564 138.980 138.980 0.000 0.000 - - 0.000 -
BUNGO 215.139 107.180 107.180 14.460 0.000 - - 0.000 -
JAMBI CITY 117.706 49.500 49.500 0.000 0.000 - - 0.000 -
SUNGAI PENUH CITY 55.350 9.150 9.150 0.000 0.000 - - 0.000 -
Source Url: https://jambi.bps.go.id/indicator/17/120/1/panjang-jalan-berdasarkan-jenis-
permukaannya.html

Page 2-9
CHAPTER 3
An Overview of The Transportation System in Jambi
Regarding The Hauling Road Development Plan
Condition of the Road Network in Jambi Province
3.1.1 Traffic Conditions

The demand for mining road infrastructure is reflected in the increase in traffic volume in
2022 for coal transportation to reach 17.3 tons, palm oil transportation to reach 15.5 tons
in 2022 and other commodity transportation where most of the coal production is from
existing coal companies in Jambi Province it is transported to ports around Talang Duku. The
high traffic load on the existing road network has logical consequences, including the
existence of traffic jams (traffic jams) on several national road sections at this time and the
longest is at 3 points, among others; 1.5 km long intersection on Jalan Yos Sudarso, 0.5 km
long Bulian intersection on Gajah Mada road and 1.5 km long Sridadi intersection on
Tembesi-Jambi road.
News from Bisnis.com JAKARTA explains that there has been a severe traffic jam of up to 22
hours in Jambi Province caused by the activity of coal mining trucks from 28 February 2023
to 1 March 2023 as seen from the Twitter screenshot documentation as follows;

Figure 3-1 Documentation of severe traffic jams occurring on Tembesi National Road,
Batanghari, Jambi from 28 February 2023 to 1 March 2023
Director of Coal Business Development, Directorate General of Minerals and Coal, Ministry
of Energy and Mineral Resources, Lana Saria, explained that the planned coal production in
Jambi reached 36 million tons taking into account that each business entity has a feasibility
study document (FS) and an Environmental Impact Analysis (AMDAL) in which including

Page 3-10
including the use of provincial roads as coal hauling roads, most of which have been
approved before being handed over to the Central Government. He said the Ministry of
Energy and Mineral Resources had issued regulations to regulate the activities of coal mining
trucks through several efforts and policies that had been issued by the Ministry of Energy
and Mineral Resources. The Ministry of Energy and Mineral Resources has regulated the
operating hours of coal transport vehicles on public roads or leaving the mine site after
18.00, restrictions on coal transport loads, the obligation to own permits for coal transport
vehicles, and the obligation to comply with the route in accordance with Jambi Regional
Government regulations.
In addition, the Directorate General of Mineral and Coal of the Ministry of Energy and
Mineral Resources has issued sanctions through temporary suspension letters to 36 IUPs
that violate coal transportation in Jambi Province, and has revoked these sanctions to 27
IUPs as of June 2022.
Based on Jambi Governor Instruction No. 8/INGUB/DISHUB/2022, the coal transportation
route from Sarolangun Regency to the Port around Talang Duku, is required to start
operating from 18.00 to 06.00, with the distribution of routes as shown in the following
figure:

Figure 3-2 Description of Traffic Conditions and Coal Transport Traffic Restriction Policy
Traffic and Coal Transport Traffic Restriction Policy
3.1.2 Existing Road Network in Jambi Province

Roads are an important land transportation infrastructure to facilitate economic activity.

With the increase in development efforts, it will demand an increase in road construction to
facilitate population mobility and facilitate the flow of goods from one area to another. The
length and condition of the road network in Jambi is shown in the following figure and table.

Page 3-11
a. Determination of road classification based on function.
Based on Government Regulation no. 34 of 2006, if based on its function, the road is
divided into four. Each of them is arterial, collector, local, and environment. Of the
four divisions, there are primary and secondary network systems. The primary
network system is prepared nationally for regional development nationally, while the
secondary network system is prepared based on the regency/city spatial layout plan.
Classification of roads based on their function is as follows;
1) Arterial Road
Primary arterial roads, functioned to connect between national activity centers
or national activity centers with regional activity centers. The minimum width of
the primary arterial road is 11 meters, with a minimum speed of 60 km per hour
for vehicles passing through this road.
Secondary arterial road, this road functioned to connect the primary area with
the first secondary area, or the first secondary area with the first secondary area,
or the first secondary area with the second secondary area. Secondary arterial
roads are designed based on the lowest design speed of 30 (thirty) km per hour.
The width of the road body is not less than 8 (eight) meters. Intermediate traffic
on secondary arterial roads should not be disturbed by slow traffic.
2) Collector Road
Primary collector road, this road functions to connect national activity centers
with local activity centers, between regional activity centers, or between
regional activity centers and local activity centers. Primary collector roads
through or leading to primary areas or primary arterial roads. The minimum
width of this road body is 9 meters and the lowest speed of vehicles is 40 km per
hour. Primary collector roads have a capacity equal to or greater than the
average traffic volume.
Secondary collector road, this road is functioned to connect the second
secondary area with the second secondary area, or the second secondary area
with the third secondary area. The minimum width of the road body is 9 meters
and the lowest vehicle speed is 20 km per hour. Secondary collector roads are
roads that serve the transportation of collection or distribution.

Page 3-12
 Figure 3-3 Map of the Road Network in Jambi Province by function
b. Determination of road classification based on road status.
In accordance with the Law of the Republic of Indonesia Number 38 of 2004
concerning Roads and Government Regulation Number 34 of 2006 concerning Roads,
then according to the authority/status, public roads are grouped as follows:
1) National Road
2) Provincial Road
3) Regency Road
4) City Road
5) Village Road
The definition of each road status is as follows:
1) National Road, consisting of:

• Primary Arterial Road

• Primary Collector Road that connects between provincial capitals
• Toll Road
• National Strategic Road
In accordance with its authority, national road sections are determined by the
Minister of Public Works and Public Housing in the form of a Decree (SK) of the
Minister of PUPR.

Page 3-13
2) Provincial roads
The administration of Provincial Roads is the authority of the Provincial
Government. Provincial roads consist of:

• Primary Collector Road that connects provincial capitals to regency or city

capitals
• Primary Collector Roads that connect regency capitals or cities
• Provincial Strategic Road
• Roads in the Special Capital Region of Jakarta.
Provincial road sections are determined by the Governor with a Governor's
Decree (SK).
3) District Road
The administration of District Roads is the authority of the District Government.
District roads consist of:

• Primary collector roads which do not include national roads and provincial
roads.
• Primary local roads connecting regency capitals to sub-district capitals,
regency capitals to village centers, between sub-district capitals, sub-district
capitals and villages, and between villages.
• Secondary roads that do not include provincial roads and inner-city
secondary roads.
• District strategic roads.
District road sections are determined by the Regent with a Regent Decree (SK).
4) City road
City roads are public roads in the secondary road network within the city, which
are under the authority of the City Government. City road sections are
determined by the Mayor with a Mayor Decree (SK)
5) Village roads
Village roads are primary neighborhood roads and primary local roads that are
not included in regency roads within rural areas, and are public roads that
connect areas and/or between settlements within villages.
The length and condition of the road network in Jambi is shown in the following
figure and table.

Page 3-14
Table 3-1 Road Length by Function in Jambi Province

Province/City/Regency Length of Road by Function

Arterial Nasional Road Collector Provincial Road
2016 2017 2018 2016 2017 2018
PROVINSI JAMBI 1317.93 1317.93 1137.08 1129.91 1129.91 1213.71
KERINCI 174.49 138.19 0.00 42.00 42.00 172.80
MERANGIN 152.09 152.09 152.10 144.45 144.45 195.82
SAROLANGUN 128.96 128.96 128.97 192.78 192.78 172.25
BATANGHARI 146.23 146.23 161.91 210.76 210.76 54.85
MUARO JAMBI 128.09 126.49 174.93 112.00 112.00 129.30
TANJUNG JABUNG TIMUR 81.90 81.90 0.00 99.38 99.38 145.31
TANJUNG JABUNG BARAT 188.38 195.94 171.78 38.49 38.49 38.55
TEBO 126.27 122.76 110.59 139.16 139.16 138.97
BUNGO 122.41 122.41 122.41 102.88 102.88 107.19
KOTA JAMBI 61.94 59.50 68.20 43.95 43.95 49.51
KOTA SUNGAI PENUH 7.18 43.48 46.19 4.04 4.04 9.16

In addition to the above data, based on the Decree of the Minister of Public Works
and Public Housing Number: 290/KPTS/M/2015 concerning Designation of Roads
According to their Status as National Roads, it is known that in Jambi Province there
are roads with national road status with a total length of 1,318.90 kilometers with
the function of the road as a primary arterial road with a length of 808.36 kilometers
and a primary collector road with a length of 510.54 kilometers.

Page 3-15
 Figure 3-4 Road Network Map in Jambi Province based on status

Transport System for Energy Sources and Other Commodity Transportation.

3.2.1 Trip Generation

The transportation of energy sources, in this case coal, is a fairly large portion of the trip at
this time which is a significant contributor to the traffic load, especially on several main or
national road sections between the East Sumatran causeway and the Central Sumatran
crossroad, including Jl. Sarolangun-Muara Tembesi, Jl. Tembesi-Jambi, Jl. Gajahmada, Jl.
Muara Bulian, Jl. East Sumatra Cross, Jl. West Circle, Jl. Sudirman, Jl. Muara Bulian-Tempino,
Jl. South Rim and onward to the Talang duku coal port. This transportation is a special
transportation where the trip generation described by origin destination data is easier to
obtain, namely from coal planning data in the province from the Ministry of Energy and
Mineral Resources (ESDM)..
Study of Origin and Destination of Coal Transportation
Production plan data and realization can illustrate how this generation burdens traffic,
where if production realization alone causes traffic problems, then to meet the target
production plan it is necessary to formulate a solution, both in terms of infrastructure and
transportation management.
Based on data from the Ministry of Energy and Mineral Resources, coal companies in Jambi
Province can be seen in the following tables.

Page 3-16
Table 3-2 Coal Company in Batanghari Regency, Jambi Province

No Company Name Permit Type Regency

1 PT Alam Semesta Sukses Batu Bara IUP OP PMDN BATANG HARI
2 PT Arta Bevimdo Mandiri IUP OP PMDN BATANG HARI
3 PT Bangun Energy Indonesia IUP OP PMA BATANG HARI
4 PT Bara Batin Pratama IUP OP PMDN BATANG HARI
5 PT Batu Hitam Jaya IUP OP PMDN BATANG HARI
6 PT Batu Hitam Sukses IUP OP PMDN BATANG HARI
7 PT Bhageerathi Bangun Sejahtera IUP OP PMA BATANG HARI
8 PT Bubuhan Multi Sejahtera IUP OP PMDN BATANG HARI
9 PT Bumi Bara Makmur Mandiri IUP OP PMDN BATANG HARI
10 PT Bumi Makmur Sejati IUP OP PMDN BATANG HARI
11 PT Devanadi Karunia Cahaya IUP OP PMA BATANG HARI
12 PT Inti Bara Nusalima IUP OP PMDN BATANG HARI
13 PT Jaahnavi Prima Makmur IUP OP PMA BATANG HARI
14 PT Kasongan Mining Mills IUP OP PMDN BATANG HARI
15 PT Kurnia Alam Investama IUP OP PMDN BATANG HARI
16 PT Mahanadi Prima Makmur IUP OP PMA BATANG HARI
17 PT Mandaakini Mandiri Makmur IUP OP PMA BATANG HARI
18 PT Nan Riang IUP OP PMDN BATANG HARI
19 PT Sentosa Prima Coal IUP OP PMDN BATANG HARI
20 PT Tambang Bukit Tambi IUP OP PMDN BATANG HARI

Table 3-3 Coal Company in Bungo Regency, Jambi Province

No Company Name Permit Type Regency
1 PT Akat Srida Amri IUP OP PMDN BUNGO
2 PT Andalas Nusa Indah IUP OP PMDN BUNGO
3 PT Anugrah Mining Persada IUP OP PMDN BUNGO
4 PT Bara Harmonis Batang Asam IUP OP PMDN BUNGO
5 PT Baratama Rezeki Anugerah Sentosa Utama IUP OP PMDN BUNGO
6 PT Berkat Nusantara Permai IUP OP PMDN BUNGO
7 PT Bumi Bara Perkasa IUP OP PMDN BUNGO
8 PT Bungo Bara Makmur IUP OP PMDN BUNGO
9 PT Bungo Bara Utama IUP OP PMDN BUNGO
10 PT Karya Cemerlang Persada IUP OP PMDN BUNGO
11 PT Khatulistiwa Makmur Persada IUP OP PMDN BUNGO
12 PT Kuansing Inti Makmur IUP OP PMDN BUNGO
13 PT Kuansing Inti Sejahtera IUP OP PMDN BUNGO
14 PT Surya Anugrah Sejahtera IUP OP PMDN BUNGO
15 PT Tanjung Batang Asam IUP OP PMDN BUNGO
16 PT Tanjung Belit Bara Utama IUP OP PMDN BUNGO

Page 3-17
Table 3-4 Company in Muaro Jambi Regency, Jambi Province

No Company Name Permit Type Regency

1 CV Crista Jaya Perkasa IUP OP PMDN MUARO JAMBI
2 PT Argo Makmur IUP OP PMDN MUARO JAMBI
3 PT Bara Raya Persada IUP OP PMDN MUARO JAMBI
4 PT Batubara Jambi Lestari IUP OP PMDN MUARO JAMBI
5 PT Bumi Borneo Inti IUP OP PMDN MUARO JAMBI
6 PT Gea Lestari IUP OP PMDN MUARO JAMBI
7 PT Jambi Suka Batubara IUP OP PMDN MUARO JAMBI
8 PT Mutiara Fortuna Raya 131 IUP OP PMDN MUARO JAMBI
9 PT Mutiara Fortuna Raya 180 IUP OP PMDN MUARO JAMBI
10 PT Sinar Gunung Moile IUP OP PMDN MUARO JAMBI

Table 3-5 Coal Company in Sarolangun Regency, Jambi Province

No Company Name Permit Type Regency

1 PT Andhika Yoga Pratama IUP OP PMDN SAROLANGUN
2 PT Anugerah Jambi Coalindo IUP OP PMA SAROLANGUN
3 PT Bakti Sarolangun Sejahtera IUP OP PMA SAROLANGUN
4 PT Citra Tobindo Sukses Perkasa IUP OP PMDN SAROLANGUN
5 PT Dinar Kalimantan Coal IUP OP PMDN SAROLANGUN
6 PT Duta Energy Indonesia IUP OP PMDN SAROLANGUN
7 PT Duta Energy Indonesia IUP OP PMDN SAROLANGUN
8 PT Hutamas Koado IUP OP PMDN SAROLANGUN
9 PT Intitirta Primasakti PKP2B SAROLANGUN
10 PT Jambi Prima Coal No SAROLANGUN
11 PT Kamalindo Sompurna IUP OP PMDN SAROLANGUN
12 PT Karya Bumi Baratama PKP2B SAROLANGUN
13 PT Kirana Graha Buana IUP OP PMDN SAROLANGUN
14 PT Marga Perkasa IUP OP PMDN SAROLANGUN
15 PT Marlin Serantau Alam IUP OP PMA SAROLANGUN
16 PT Minemex Indonesia IUP OP PMA SAROLANGUN
17 PT Sarolangun Bara Prima IUP OP PMDN SAROLANGUN
18 PT Sarolangun Ketalo Coal IUP OP PMDN SAROLANGUN
19 PT Sarolangun Prima Coal IUP OP PMDN SAROLANGUN
20 PT Sarwa Sembada Karya Bumi PKP2B SAROLANGUN
21 PT Seluma Prima Coal IUP OP PMA SAROLANGUN
22 PT Sinar Anugerah Sukses IUP OP PMA SAROLANGUN
23 PT Surya Global Makmur IUP OP PMDN SAROLANGUN
24 PT Tamarona Mas International IUP OP PMDN SAROLANGUN
25 PT Trans Power Indonesia IUP OP PMDN SAROLANGUN

Page 3-18
Table 3-6 Coal Company in Tanjung Jabung Barat Regency, Jambi Province

No Company Name Permit Type Regency

1 PT Bumi Indo Power IUP OP PMDN TANJUNG JABUNG BARAT
2 PT Sembilan Setia Mitra IUP OP PMDN TANJUNG JABUNG BARAT
3 PT Terminalindo Idaman Permai (Blok A) IUP OP PMDN TANJUNG JABUNG BARAT

Table 3-7 Coal Company in Tebo Regency, Jambi Province

No Company Name Permit Type Regency

1 PT Anugerah Alam Andalas Andalan IUP OP PMDN TEBO
2 PT Asia Multi Investama IUP OP PMDN TEBO
3 PT Berlian Mahkota Coal IUP OP PMDN TEBO
4 PT Bumi Unggul Permai IUP OP PMDN TEBO
5 PT Daya Bambu Sejahtera IUP OP PMDN TEBO
6 PT Elyon Coal Tebo IUP OP PMDN TEBO
7 PT Energi Primer Tebo IUP OP PMDN TEBO
8 PT Globalindo Alam Lestari IUP OP PMDN TEBO
9 PT Hasil Tambang Raya IUP OP PMDN TEBO
10 PT Haswi Kencana Indah IUP OP PMDN TEBO
11 PT Tebo Agung Internasional IUP OP PMDN TEBO
12 PT Tebo Batubara Investama IUP OP PMDN TEBO
13 PT Tebo Dwi Lestari IUP OP PMDN TEBO
14 PT Tebo Prima IUP OP PMDN TEBO
15 PT Tebo Tunggal Lestari IUP OP PMDN TEBO
16 PT Winner Prima Sekata IUP OP PMDN TEBO

The plan for coal production in Jambi Province in 2022 is 39,749,482 tons while the
realization is 17,297,043 tons. The following is a comparison table of planned and realized
coal production in Jambi Province by district.
Table 3-8 Plans and Realization of Coal Production in Jambi Province in 2022
No Regency Production Production
Plan (tons) Realization
(tons)
1 Batanghari 8.444.851 4.222.426
2 Bungo 3.107.448 932.234
3 Muaro Jambi 3.263.448 1.631.724
4 Sarolangun 16.569.591 7.870.556
5 Tanjung Jabung Barat 654.300 327.150
6 Tebo 7.709.844 2.312.953
Total 39.749.482 17.297.043

Page 3-19
 18,000,000

16,000,000

14,000,000

12,000,000
Ton

10,000,000

8,000,000

6,000,000

4,000,000

2,000,000

-
Tanjung
Muaro
Batanghari Bungo Sarolangun Jabung Tebo
Jambi
Barat
Rencana Produksi (ton) 8,444,851 3,107,448 3,263,448 16,569,591 654,300 7,709,844
Realisasi Produksi (ton) 4,222,426 932,234 1,631,724 7,870,556 327,150 2,312,953

Figure 3-5 Plans and Realization of Coal Production in Jambi Province in 2022

It can be seen that the realization of Jambi coal production is only 43% of the production
plan, where the national coal production reaches 687 million tons or exceeds the national
target of 663 million tons. The failure to realize Jambi's coal production has certainly resulted
in a loss of potential state revenue from coal royalties worth 57% of production which failed
to be fulfilled. Many factors affect the lack of realization, but one of the main factors is the
lack of infrastructure that supports production, namely hauling roads.
The current condition of the hauling road is that it still uses public roads, be it district roads,
provincial roads or national roads. And this has an impact on the frequent occurrence of
traffic accidents, congestion and accelerated damage to the pavement.
The distribution map of the locations of coal companies in Jambi Province can be seen in
Figure 3-6.

Page 3-20
 .
Figure 3-6 Map of Distribution of Coal Company Locations in Jambi Province
The diagram regarding the Origin and Destination of Travel for the transportation of coal
energy sources for the realization of production in 2022 (existing traffic) which is 17,297,043
tons per year according to the distribution map of coal company locations in Jambi province
is described as follows;

Figure 3-7 Diagram of Trip Origin-Destinations (Realization of Production in 2022)

Page 3-21
Hauling Road as Alternative Transportation Routes for Coal Transportation
The diagram regarding the Origin and Destination of Travel for the transportation of coal
energy sources for the 2022 production target of 39,749,482 tons per year according to the
distribution map of coal company locations in Jambi province is explained in Figure 3.9
below.
Based on the distribution map of coal company locations, the distribution of coal traffic loads
from the diagram of the origin of the trip based on the target load, it can be seen that the
existence of a special road planned with a capacity of 20 million tons per year will help
distribute coal transport trips to ports for these companies. coal located in Sarolangun
Regency, Batanghari Regency and Muaro Jambi Regency, at least can reduce the traffic load
on national roads (public roads).

Figure 3-8 Diagram of Trip Origin-Destinations (Plan of Production in 2022)

3.2.2 Trip Assignment

Selection of Energy Source Transportation Routes based on the realization of 2022

The existence of an existing road network that is directly affected by travel activities for
transporting coal energy sources is a logical consequence that is possible because looking at
the Origin Destination study above where the Destination of the transport trip is the Talang
Duku coal jetty port and the Origin of the journey is the mine of several Coal Mining

Page 3-22
companies which scattered in the area as described in the map image of the distribution of
coal locations above which are located close to this network. The network that will be
affected by the transportation of coal energy sources can be seen in the following figure;

Figure 3-9 Existing Road Network Directly Affected by Coal Transportation

In addition to the local road for coal transport mines originating from Serolangun Regency,
the production realization in 2022 will reach 7.8 million tons per year, burdening national
public roads, including; Jl. Serolangun-Tembesi, Jl. Tembesi-Jambi, Jl. Gajah Mada, Jl.
Tembesi-Jambi, Jl. West Circle, South Circle and so on towards Talang Duku Harbor and back
you can use Jl. East Sumatra Cross to the south towards Jl. Muaro Bulian-Tempino, Jl.
Sudirman, Jl. Tembesi-Jambi, and return to Jl. Serolangun-Tembesi. Coal transportation
originating from the Batanghari district with a production realization of 4.2 million tonnes
per year uses the Batanghari Coal Road, Jl. Muaro Bulian-Tempino, Jl. Cross East Sumatra, Jl.
South Rim and onward Towards the port of Talang Duku. Coal transportation originating
from Bungo and Tebo districts with production realization reaching 3.2 million tons per year
must use national roads (primary arteries), among others; Jl Muara Bungo, Jl. Tembesi-
Jambi, Jl. Gajah M

Page 3-23
ada, Jl. Tembesi-Jambi, Jl. West Circle, South Circle and so on towards Talang Duku Harbor
and back you can use Jl. East Sumatra Cross to the south towards Jl. Muaro Bulian-Tempino,
Jl. Sudirman, Jl. Tembesi-Jambi, and return to Jl. Muara Bungo. The transportation of coal
originating from the Muaro Jambi regency with a total production realization of 1.6 tonnes
uses a 10 ton truck via Jl. Muaro Bulian-Tempino, Jl. Lintas Timur Sumatra, Jl. South Rim
onwards Towards Talang Duku port and back using Jl. East Sumatra Cross to the south
towards Jl. Muaro Bulian-Tempino and returned to Muaro Jambi district. Coal transportation
originating from the Tanjung Jabung Barat regency with a total production realization of 327
thousand tonnes per year uses Jl. East Sumatra Cross, enter the city with the same route in
the city as the others.
Selection of Energy Source Transport Routes based on production plan 2022
The existence of a 109 km special coal road will add to the existing road network and can
provide a solution to overcome the traffic load both from public/private transport on the
current public road as well as from the planned production traffic load of 39.75 tons per
year, let alone the capacity that has been planned for this particular road is quite large,
namely 20 million tons per year.
Based on the study of Origin and Destination above where the destination of the
transportation trip is divided into 2 (two), namely the Talang Duku coal port and SAS New
Port, while the origin of the trip is the mine of several Coal Mining companies spread over
the area as described in the image of the distribution map of coal locations in on. With this
special road, the traffic load distributed by the road will be relatively small. The distribution
of traffic loads on the road network can be seen in the following figure;

Figure 3-10 Traffic Load Distribution to achieve the target of 30Mtpa in the Jambi Area

Page 3-24
Coal transportation originating from Serolangun Regency with a production plan of 16.6
million tonnes/year will use a 109 km hauling road from the SAS mine to the SAS port which
has a capacity of 20 million tonnes/year. Coal transportation originating from Batanghari
district with a production plan of 8.4 million tons/year can use 2 (two) alternative
transportation routes, the first alternative will use Batanghari Coal Road, Jl. Muaro Bulian-
Tempino which uses a 10 ton truck, and a special mining road in KM. + 29,500 using 30 ton
trucks, 10 ton trucks returning via the previous road. The second alternative would be to use
a 10 ton truck via Jl. Batanghari Coal, Jl. Muaro Bulian-Tempino, Jl. Lintas Timur Sumatra, Jl.
Lingkar Selatan and so on. Head to Talang Duku harbor and return using Jl. East Sumatra
Cross to the south towards Jl. Muaro Bulian-Tempino and return to Jl. Batanghari Coal. Coal
transportation originating from Bungo and Tebo districts with a production plan that is large
enough to exceed 10 million tons per year can use 2 (two) alternative transportation routes,
the first alternative is with a 10 ton truck using the national road (primary artery), among
others; Jl. Muara Bungo, Jl. Tembesi-Jambi, Jl. Gajah Mada, Jl. Tembesi-Jambi, Jl. West Circle,
South Circle and so on towards Talang Duku Harbor and back you can use Jl. East Sumatra
Cross to the south towards Jl. Muaro Bulian-Tempino, Jl. Sudirman, Jl. Tembesi-Jambi, and
return to Jl. Muara Bungo. The second alternative is with a 10 ton truck using the national
road (primary artery), among others; Jl Muara Bungo, Jl. Tembesi-Jambi, Jl. Gajah Mada, Jl.
Muara Bulian-Tempino and a special mine road in KM. + 29,500 using 30 ton trucks, 10 ton
trucks returning via the previous road. Coal transportation originating from Muaro Jambi
district with a total planned production of 3.3 tons uses 2 alternative travel routes, the first
using a 10 ton truck via Jl. Muaro Bulian-Tempino, Jl. Lintas Timur Sumatra, Jl. South Rim
onwards Towards Talang Duku port and back using Jl. East Sumatra Cross to the south
towards Jl. Muaro Bulian-Tempino and return to Muaro Jambi district, while the second
alternative is to use a 10 ton truck to go to a special road at KM +29,500 with a 30 ton truck.
Coal transportation originating from West Tanjung Jabung district with a total planned
production of 654 thousand tonnes per year will continue to use Jl. East Sumatra Cross, enter
the city with the same route in the city as the others.

Page 3-25
CHAPTER 4
Hauling Road Construction Stage
The planned construction stage into 3 (three) stages are part of an efficient and effective
construction implementation plan strategy in order to provide transportation facilities from
the private sector to meet the demand for increased road infrastructure with an increase in
the volume of coal transport and the transportation of fresh palm oil fruit bunches quite
large.
Considerations in Staging
The staging of construction can be considered feasible due to consideration of 2 (two) main
things, namely the urgent time due to the high demand for the benefits of the building, the
cost of the work is quite large so that to get the Break Even Point (BEV) between costs and
benefits will take a long time . In practice, phasing is carried out if the work items for one
stage and the other are not dependent on each other. Road construction projects are very
possible and commonplace to be divided into several stages because the main dimension is
the length of the road which if divided into 3 (three) parts will not interfere with one
another's construction process. For the 3 parts of this phase, the terms Stage 1, Stage 2, and
Stage 3 are used.
Logistics Staging
Logistics studies were carried out for cases of coal transportation from SAS mines to ports,
port to barge logistics studies are discussed in the next chapter regarding port
construction.
4.2.1 Logistics Study Stage-1

In Stage-1 the construction of this special road is planned for coal hauling with a maximum
capacity of 10Mtpa.
Logistic study calculations are divided into two parts, from the intermediate stockpile (ISP)
to the port carried out by haul trucking. Operating days between ISP and port are considered
to be 320 days. At this stage, all activities from intermediate stockpile to port are described
as follows;

Figure 4-1 Logistics Illustration –Stage 1

Page 4-26
Logistic calculation results can be seen in the following tables
Table 4-1 Logistics Stage-1 from Intermediate Stockpile ISP-1 to Port
Description Unit
Truck capacity 30 Ton
Average haul truck speed (full) 40 km/h
Average haul truck speed (empty) 45 km/h
Haul truck intervals 1.13 minute
Haul truck cycle time 1.73 hour
Number of haul truck operated 100 unit
Operating day 320 day
Operating hour 20 hour
Possible incoming throughput 10 mtpa
Headway distance 750 m

Based on the results of the logistic study, with a coal hauling target of 10 million tons per
year, the number of trucks with a capacity of 30 tons will cross the special road plan of 100
units, where each truck has 11 trips, with a distance of 750 m between trucks.
4.2.2 Logistics Study Stage-2

In Stage-2 the construction of this special road is planned for the transportation of coal with
a maximum capacity of 20Mtpa.
Logistic study calculations are divided into two parts, from intermediate stockpile (IS) to the
port carried out by haul trucking. Operating days between IS and port are considered to be
320 days. At this stage, all activities from intermediate stockpile to port are described as
follows;

Figure 4-2 Logistics Illustration –Stage 2

Logistic calculation results can be seen in the following tables

Table 4-2 Logistics Stage-2 from Intermediate Stockpile ISP-2 to Port
Description Unit
Truck capacity 120 Ton
Average haul truck speed (full) 40 km/h
Average haul truck speed (empty) 45 km/h
Haul truck intervals 2.25 minute
Haul truck cycle time 3.02 hour

Page 4-27
 Description Unit
Number of haul truck operated 90 unit
Operating day 320 day
Operating hour 20 hour
Possible incoming throughput 20 mtpa
Headway distance 1500 m

Based on the results of the logistic study, with a coal hauling target of 20 million tons per
year, the number of trucks with a capacity of 2 x 60 tons will cross the special road plan of
90 units, where each truck has 6 trips, with a distance of 1500 m between trucks.
Logistics stage-2 alternative
If this special road is also intended for mines from locations other than SAS through ISP-1
and ISP-2, then the logistics for stage 2 can be explained as follows;

Figure 4-3 Logistics Illustration –Stage 2 Alternative

Logistic calculation results can be seen in the following tables
Table 4-3 Alternative Phase-2 Logistics from Intermediate Stockpile ISP-1 to Port
Description Unit
Truck capacity 120 Ton
Average haul truck speed (full) 40 km/h
Average haul truck speed (empty) 45 km/h
Haul truck intervals 5.54 minute
Haul truck cycle time 1.73 hour
Number of haul truck operated 20 unit
Operating day 320 day
Operating hour 20 hour
Possible incoming throughput 8 mtpa
Headway distance 3692 m

Page 4-28
Based on the results of the logistic study, with a coal hauling target of 8 million tons per year,
the number of trucks with a capacity of 2 x 60 mtpa tons will cross the special road plan of
20 units, where each truck has 11 trips, with a distance of 3692 m between trucks.
Table 4-4 Alternative Stage-2 Logistics from Intermediate Stockpile ISP-2 to Port
Description Unit
Truck capacity 120 Ton
Average haul truck speed (full) 40 km/h
Average haul truck speed (empty) 45 km/h
Haul truck intervals 3.79 minute
Haul truck cycle time 3.02 hour
Number of haul truck operated 50 unit
Operating day 320 day
Operating hour 20 hour
Possible incoming throughput 12 mtpa
Headway distance 2526 m

Based on the results of the logistic study, with a coal hauling target of 12 million tons per
year, the number of trucks with a capacity of 2 x 60 tons will cross the special road plan of
50 units, where each truck has 6 trips, with a distance of 2526 m between trucks. The
headway distance (distance between trucks) for production of 8 million tonnes and 12
million tonnes per year on the ISP-1 section to the port is 29500/(29500/(3692+2526)= 1500
m.
4.2.3 Logistics Study Stage-3

In Stage-3 the construction of this special road is planned for the transportation of coal with
a maximum capacity of 20Mtpa.
Logistic study calculations are divided into two parts, from intermediate stockpile (IS) to the
port carried out by haul trucking. Operating days between IS and port are considered to be
320 days. At this stage, all activities from intermediate stockpile to port are described as
follows;

Figure 4-4 Logistics Illustration –Stage 3

Page 4-29
Table 4-5 Logistics Stage-3 from SAS Mine to Port
Description Unit
Truck capacity 120 Ton
Average haul truck speed (full) 40 km/h
Average haul truck speed (empty) 45 km/h
Haul truck intervals 2.25 minute
Haul truck cycle time 5.51 hour
Number of haul truck operated 150 unit
Operating day 320 day
Operating hour 20 hour
Possible incoming throughput 20 mtpa
Headway distance 1500 m

Based on the results of the logistic study, with a coal hauling target of 20 million tons per
year, the number of trucks with a capacity of 2x60 tons will traverse the special road plan of
150 units, where each truck has 3 trips, with a distance of 1500 m between trucks.
Logistics stage-3 alternative
If this particular road is also intended for mines from locations other than SAS through ISP-
1 and ISP-2, then the logistics for stage 3 can be explained as follows;

Figure 4-5 Logistics Illustration –Stage 3 Alternative

Logistic calculation results can be seen in the following tables

Page 4-30
Table 4-6 Alternative Stage-3 Logistics from Intermediate Stockpile ISP-1 to Port
Description Unit
Truck capacity 120 Ton
Average haul truck speed (full) 40 km/h
Average haul truck speed (empty) 45 km/h
Haul truck intervals 10.29 minute
Haul truck cycle time 1.73 hour
Number of haul truck operated 20 unit
Operating day 320 day
Operating hour 20 hour
Possible incoming throughput 4 mtpa
Headway distance 6857 m

Based on the results of the logistic study, with a coal hauling target of 4 million tons per year,
the number of trucks with a capacity of 2x60 tons will cross the special road plan of 20 units,
where each truck has 11 trips, with a distance of 6857 m between trucks.
Tabel 4-7 Alternative Stage-3 Logistics from Intermediate Stockpile ISP-2 to Port
Description Unit
Truck capacity 120 Ton
Average haul truck speed (full) 40 km/h
Average haul truck speed (empty) 45 km/h
Haul truck intervals 10.29 minute
Haul truck cycle time 3.02 hour
Number of haul truck operated 20 unit
Operating day 320 day
Operating hour 20 hour
Possible incoming throughput 4 mtpa
Headway distance 6857 m

Based on the results of the logistic study, with a coal hauling target of 12 million tons per
year, the number of trucks with a capacity of 2x60 tons will cross the special road plan of 20
units, where each truck has 6 trips, with a distance of 6857 m between trucks.
Table 4-8 Alternative Stage-3 Logistics from SAS Mine to Port
Description Unit
Truck capacity 120 Ton
Average haul truck speed (full) 40 km/h
Average haul truck speed (empty) 45 km/h
Haul truck intervals 3.79 minute
Haul truck cycle time 5.51 hour
Number of haul truck operated 90 unit
Operating day 320 day
Operating hour 20 hour
Possible incoming throughput 12 mtpa
Headway distance 2526 m

Page 4-31
Based on the results of the logistical study, with a coal hauling target of 12 million tons per
year, the number of trucks with a capacity of 2x60 tons will cross the special road plan of 90
units, where each truck has 3 trips, with a distance of 2526 m between trucks.
Headway distance (distance between trucks) for production of 4 million tons, 4 million tons
and 12 million tons per year on the ISP-1 to Port section is 29500/(29500
x(6857+6857+2526)) = 1455 m.
Headway distance (distance between trucks) for production of 4 million tons and 12 million
tons per year on the ISP-2 to ISP-1 section is 27300/(27300 x(6857+2526)) = 1846m.
Staging of Transportation Routes
The phasing of the mine transport route is based on the phasing in the construction of a
special mining road which is planned to be 3 (three) stages. The transports under review are
mainly those from the Serolangun district which has the largest production plan according
to the ESDM records or to be precise those originating from the SAS mine assuming that this
particular road will be fully utilized by SAS. Regarding other mining opportunities to take
advantage of this road, it will be discussed as an alternative, but if the opportunity opens,
the temporary use of Intermediate Stockpile, both ISP-1 and ISP-2, will remain activated
considering the difference in the capacity of trucks permitted by public roads is different
from the planned capacity of trucks on a hauling road.
4.3.1 Stage 1 Transportation Route Plan
Assuming the origin of the journey of coal transportation starts from the SAS mine to the
SAS port. Based on the stage 1 hauling road alignment plan and the existing road network in
the Jambi area, especially those that pass through Serolangun, Batanghari districts, the
following travel routes are obtained;
SAS COAL
TERMINAL

SAS COAL
ISP-1
29.5 KM TERMINAL

ISP-
1
128 KM

SAS COAL
CONCESSIO
N

SAS COAL
CONCESSIO
N

Figure 4-6 Route of Coal Transport from SAS mine to SAS port in Stage 1 of Construction

Page 4-32
In this stage, Intermediate Stockpile ISP-1 is used, namely to transit from trips using trucks
with a capacity of 10 tons to trips using trucks with a capacity of 30 tons. The road network
traversed can be explained in the following table;
Table 4-9 Details of Road Sections for Operations in Stage 1 of Construction

No Road Section Distance (Km)

a Public Road
1 Jl. Lokal-Mine 21.30
2 Jl. Sarolangen Tembesi - segmen 2 24.00
3 JL. Sarolangen Tembesi - segmen 3 29.20
4 Jl. Batubara Batang hari 38.10
5 Jl. Muaro Bulian-Tempino-2 15.30
127.90
b Hauling Road Plan – Stage 1 29.50
Total travel distance (km) 157.40
Straight Distances (km) 102.62
Ratio 65%

If the straight distance between SAS mine to SAS port is 102.62 km, then the performance
of the road network used is the ratio of straight distance to mileage, namely 65%.
4.3.2 Stage 2 Transportation Route Plan

Assuming the origin of the journey of coal transportation starts from the SAS mine to the
SAS port. Based on the stage 2 hauling road alignment plan and the existing road network in
the Jambi area, especially those that pass through Serolangun district, the following travel
routes are obtained;

Page 4-33
 Figure 4-7 Route of Coal Transport from SAS mine to SAS port in Phase 2 of Construction
In this stage, Intermediate Stockpile ISP-2 is used, namely to transit from trips using trucks
with a capacity of 10 tons to trips using trucks with a capacity of 2x60 tons. The road network
traversed can be explained in the following table;
Table 4-10 Details of Road Sections for Operations in Stage-2 Construction

No Road Section Distance (Km)

a Public Road
1 Jl. Lokal-Mine 21.30
2 Jl. Sarolangen Tembesi - segmen 2 24.00
3 JL. Minemax 34.80
80.10
b Hauling Road Plan - Stage 2 27.30
c Hauling Road Plan - Stage 1 29.50
56.80
Total Distance (km) 136.9
Straight Distances (km) 102.620
Ratio 75%

If the straight distance between SAS mine to SAS port is 102.62km, then the performance of
the road network used is the ratio of straight distance to mileage, which is 75%, of course
this is better with stage 1.
4.3.3 Stage 3 Transportation Route Plan

Assuming the origin of the journey of coal transportation starts from the SAS mine to the
SAS port. Based on the stage-3 haul road alignment plan, the following travel routes are
obtained;

Page 4-34
 Figure 4-8 Route of Coal Transport from SAS mine to SAS port in Phase 3 of Construction

Only use hauling road with trucks with a capacity of 2x60 tons. The road network traversed
can be explained in the following table;
Table 4-11 Details of Road Sections for Operations in Stage-3 Construction

No Road Section Distance

(Km)
a Hauling Road Plan - Stage 3 109.500
Total distance (km) 109.500
Straight Distances (km) 102.620
Ratio 94%

If the straight distance between SAS mine to SAS port is 102.62km, then the performance of
the road network used is the ratio of straight distance to mileage, which is 94%, of course
this is better with stage 2.
Hauling Road Technical Planning
4.4.1 Analysis/Design of Hauling Roads Stage-1

The special road alignment in phase 1 is in 2 districts, namely, Muaro Jambi Regency and
Batanghari Regency. Most of them are in Muaro Jambi Regency with a length of about 24
km which passes through Mendalo Darat Village/Subdistrict, Pematang Gajah, Bertam River,
Muhajirin and Baru Village. While the remaining approximately 6 km enters the Batanghari
Regency area right in Penarokan Village/Subdistrict or described in the following figure;

Page 4-35
 Figure 4-9 Road Sections of Construction Stage-1
1. Design Criteria
1.1.1 General Data
Facility description : Coal haul road
Calorific value : 3875.5 Kcal/kg
HGI : 54.5
Density : 0.85 T/m3
Total moisture : 37.95 %
Final product size : -50 mm
Angle of repose : 37° (assumed)
Annual throughput : maximum allowable by the system
Operating day : 320 day/year (assumed)
Operating hour : 20 hours/day (assumed

1.1.2 Haul Road

Distance : 29,5 km
Vehicle design : 30T rear dump truck
Width Truck : 2500 mm
Axle load : refer to truck specification
Design speed
Empty load : 45 km/h
Full load : 40 km/h
Total road width : 10.2 m

Page 4-36
 Carriageway : 9.0 m
Shoulder : 0.60 m each side
Safety berm : 1.50 m
Side ditch : 1.50 m
Minimum horizontal
Curve radius : 50 m @ 40 kph
15 m@20 kph
Maximum inclination : 8 % (load)
10 % (empty)
Road Cross fall
Road section : 3%
Shoulder : 4%
Bridge/Underpass : 2x60T side tipper trailer truck
Width : 15.0 m
Clearance : 5.10 m
Pavement thickness
Base course : 200 mm
Sub base course : 480 mm
Subgrade : CBR > 5%

2. Haul Road Design

▪ Horizontal Alignment
Horizontal alignment will be designed based on applicable standards, where with a
design speed of 40km/hour, the required minimum radius is 50m, for some
conditions where the bend radius is small, speed restrictions will be applied. The total
road length planned at this stage is 29.5 km.
▪ Vertical Alignment
Vertical alignment is designed, where for filled trucks the maximum gradient is
designed at 8%, while for empty trucks the maximum gradient is designed at 10%. If
there is a gradient that exceeds the standard, the length of the incline will be
adjusted.

Page 4-37
 Figure 4-10 Horizontal Alignment of STA 0+000 –STA3+500

Figure 4-11 Horizontal Alignment of STA 28+000 – STA 29+500

Page 4-38
 ▪ Cross Section
The road width design shall refer to the minimum road width requirement of 9 m for
30T dump truck design vehicles and the shoulder width on each side of the road
between 0.6 to 2.0m. Absence of shoulders will affect the safe operation of the walk
in case of stalling or stopping.
A typical cross-section of a special road plan can be seen in the following figure

Figure 4-12 Typical Cross-section of Stage-1

4.4.2 Analysis/Design of Hauling Roads Stage-2 and Stage 3

The special road alignments for stage 2 and stage 3 are located in 2 districts, namely,
Batanghari Regency and Seralongan Regency. The analysis/design of the Haul Road Stage-2
and Stage-3 also applies to the analysis/design of stage 1 plus widening so that it is the same
width as Stage 2 and Stage 3. The Stage 2 and Stage 3 road sections are explained as follows;

Page 4-39
 Figure 4-13 Road Sections for Stage-2 and Stage-3 Construction
1. Design Criteria
a) General Data
Facility description : Coal haul road
Calorific value : 3875.5 Kcal/kg
HGI : 54.5
Density : 0.85 T/m3
Total moisture : 37.95 %
Final product size : -50 mm
Angle of repose : 37° (assumed)
: maximum allowable by the system
Operating day : 320 day/year (assumed)
Operating hour : 20 hours/day (assumed

b) Haul Road
Distance : 27.3 km (Tahap-2) dan 52.7 km(Tahap-3)
Vehicle design : 2x60T side tipper trailer truck
Width Truck : 2500 mm
Axle load : refer to truck specification
Design speed
Empty load : 45 km/h
Full load : 40 km/h
Total road width : 13.2 m
Carriageway : 11.0 m
Shoulder : 0.60 m each side
Safety berm : 1.50 m

Page 4-40
 Side ditch : 1.50 m
Minimum horizontal
Curve radius : 50 m @ 40 kph
15 m@20 kph
Maximum inclination : 8 % (load)
10 % (empty)
Road Cross fall
Road section : 3%
Shoulder : 4%
Bridge/Underpass : 2x60T side tipper trailer truck
Width : 15.0 m
Clearance : 5.10 m
Pavement thickness
Base course : 200 mm
Sub base course : 480 mm
Subgrade : CBR > 5%

2. Haul Road Design

▪ Horizontal Alignment
Horizontal alignment will be designed based on applicable standards, where with a
design speed of 40km/hour, the required minimum radius is 50m, for some
conditions where the bend radius is small, speed restrictions will be applied. The total
planned road length at this stage is 27.3 km for stage 2 is 52.7 km.
▪ Vertical Alignment
Vertical alignment is designed, where for filled trucks the maximum gradient is
designed at 8%, while for empty trucks the maximum gradient is designed at 10%. If
there is a gradient that exceeds the standard, the length of the incline will be
adjusted.

Page 4-41
Figure 4-14 Horizontal Alignment of STA 31+500 – STA 35+000

Figure 4-15 Horizontal Alignment of STA 52+500 – STA 56+000

Page 4-42
 Figure 4-16 Horizontal Alignment of STA 105+500 – STA 109+500
▪ Cross Section
The road width design will refer to the minimum road width requirement of 11 m for
2x60T side tipper trailer truck design vehicles and the shoulder width on each side of
the road is between 0.6 to 2.0m. Absence of shoulders will affect the safe operation
of the walk in case of stalling or stopping.
A typical cross-section of a special road plan can be seen in the following figure;

Page 4-43
 Figure 4-17 Typical Cross-section of Stage 2 and Stage 3
Technical Planning for Supporting Buildings
4.5.1 Technical Planning for Stage 1 Supporting Buildings

The list of buildings on the Stage-1 Road Segment can be seen in the following table;
Table 4-12 List of Supporting Buildings on the Stage-1 road segment

NO CONSTRUCTION BUILDING LOCATION

1 STAGE - 1 Underpass Type 2 - ch. 0+297
+ 0.000 - + 29.500 Nastional Road
2 Underpass Type 2 - ch. 2+837
Nastional Road
3 Underpass Type 2 - ch. 15+618
Nastional Road
4 Rest Area at Rightside ch. 27+500

1. Underpass Type-2

Figure 4-18 Underpass Type 2 Span 13 M steel girders

Page 4-44
 2. Rest Area

Figure 4-19 Roadside Rest Area

4.5.2 Technical Planning for Stage 2 Supporting Buildings

The list of buildings on the Stage-2 Road Segment can be seen in the following table;
Table 4-13 List of Supporting Buildings on the Stage-2 road segment

NO CONSTRUCTION BUILDING LOCATION

1 STAGE - 2 Underpass Type 1 - ch. 29+430
+ 29.500 - + 56.800 Nastional Road
2 Underpass Type 1 - ch. 32+974
Village Road
3 Underpass Type 1 - ch. 41+493
Village Road
4 Underpass Type 1 - ch. 52+735
Village Road
5 5 MULTIPLATE ARCH DIA ch. 52+985 - ch
6M 55+465
6 Underpass Type 1 - ch. 55+206
Village Road
7 Rest Area at Left side ch. 55+700

Page 4-45
1. Underpass Type-1

Figure 4-20 Underpass Type 1 Span 20 M steel girders

2. Multiplate Arch Diameter 6 meter

Page 4-46
 Figure 4-21 Multiplate Diameter 6 m

4.5.3 Technical Planning for Stage 3 Supporting Buildings

The list of buildings on the Stage-3 Road Segment can be seen in the following table;
Table 4-14 List of Supporting Buildings on the Stage-3 road segment

NO CONSTRUCTION BUILDING LOCATION

1 STAGE -3 + Underpass Type 2 - ch. 66+344
56.800 - + 109.500 Loging road WKS 4

2 Rest Area at Left side ch. 82+300

3 TALISA River Bridge Span ch. 98+715
100M
4 Underpass Type 1 - ch. 98+800
Kabupaten Road
5 SEIKAMIS River Bridge ch. 104+220
Span 100M
6 Underpass Type 1 - ch.107+782
Kabupaten Road
7 Underpass Type 1 - ch.109+249
Kabupaten Road

1. TALISA River Bridge Span 25M

Figure 4-22 TALISA River 25 M Girder Concrete Prestress

Page 4-47
 2. SEIKAMIS River Bridge Span 25M

Figure 4-23 SEIKAMIS River 25 M Girder Concrete Prestress

Calculation of the Earthworks Volume

4.6.1 Calculation of the Volume of Cut & Fill Stage 1

Table 4-15 Results of the Calculation of the Volume Cut and Fill Stage 1

NO CHAINAGE DEPTH ROAD WIDTH (M) CUT (m3) Fill (m3)

STAGE STAGE
d(M) Stage 1 - 9m width
1 2

Road Widening 2m Vol (M3) Vol (M3)

109 + 10,800 -2,824 9,00 11,00 (1.990,02) -

249 + 24,800 0,482 9,00 11,00 437,32 -

250 + 24,900 1,723 9,00 11,00 299,83 1.334,66

251 + 25,000 0,477 9,00 11,00 296,66 1.334,66

252 + 25,100 -0,769 9,00 11,00 (175,99) -

253 + 25,200 -0,796 9,00 11,00 (893,42) -

259 + 25,800 0,814 9,00 11,00 (551,31) -

Page 4-48
 NO CHAINAGE DEPTH ROAD WIDTH (M) CUT (m3) Fill (m3)

260 + 25,900 0,382 9,00 11,00 765,32 -

261 + 26,000 -0,223 9,00 11,00 97,62 -

262 + 26,100 -0,143 9,00 11,00 (219,91) -

263 + 26,200 -0,438 9,00 11,00 (345,97) -

264 + 26,300 0,097 9,00 11,00 (205,10) -

265 + 26,400 -0,027 9,00 11,00 42,82 -

266 + 26,500 0,336 9,00 11,00 190,88 -

267 + 26,600 0,517 9,00 11,00 538,52 -

268 + 26,700 1,000 9,00 11,00 322,05 -

269 + 26,800 1,000 9,00 11,00 - -

270 + 26,900 0,635 9,00 11,00 397,43 -

294 + 29,300 -7,365 9,00 11,00 (3.588,17) -

295 + 29,400 -7,983 9,00 11,00 (3.473,25) -

296 + 29,500 -6,964 9,00 11,00 (3.532,35) -

(233.124,03) 366.988,65

Total Volume of Cut = 233,124 m3 and Fill = 366,988 m3

4.6.2 Calculation of the Volume of Cut & Fill Stage 2

Table 4-16 Results of the Calculation of the Volume Cut and Fill Stage 2

Cut & Fill of Widening Stage 1 (51.179,80) 40.834,90

NO CHAINAGE DEPTH ROAD WIDTH (M) CUT (M3) FILL (M3)

d(M) STAGE 1 STAGE 2 STAGE 2 (11M WIDTH)

Vol (M3) Vol (M3)

297 + 29,600 -1,015 11,00

298 + 29,700 -2,968 11,00 (2.431,32) -

299 + 29,800 0,953 11,00 (1.329,14) -

300 + 29,900 2,789 11,00 699,34 2.550,78

Page 4-49
 Cut & Fill of Widening Stage 1 (51.179,80) 40.834,90

301 + 30,000 -0,307 11,00 (215,61) 2.550,78

302 + 30,100 -0,204 11,00 (356,28) -

303 + 30,200 -0,880 11,00 (740,26) -

304 + 30,300 -0,879 11,00 (1.171,54) -

305 + 30,400 -1,705 11,00 (1.667,71) -

306 + 30,500 4,302 11,00 (1.137,87) 4.178,64

307 + 30,600 3,599 11,00 - 8.740,78

308 + 30,700 -0,735 11,00 (508,34) 3.400,92

309 + 30,800 -3,636 11,00 (2.625,77) -

310 + 30,900 1,798 11,00 (2.251,05) 1.577,61

311 + 31,000 3,203 11,00 - 4.988,69

312 + 31,100 -2,523 11,00 (1.632,19) 2.979,15

313 + 31,200 -2,344 11,00 (2.863,38) -

314 + 31,300 0,231 11,00 (1.388,61) -

315 + 31,400 0,214 11,00 320,90 -

(385.222,15) 752.036,07

Total volume of cut at stage 2 plus widening stage 1 is 385,222 m3 and fill is 752,036 m3

4.6.3 Calculation of the Volume of Cut & Fill Stage 3

Table 4-17 Results of the Calculation of the Volume Cut and Fill Stage 3

NO CHAINAGE DEPTH ROAD WIDTH (M) CUT(M3) FILL (M3)

d(M) STAGE 1 STAGE 2 STAGE 3 (11M WIDTH)

1074 + 107,300 0,242 11,00 (1.455,98) -

1075 + 107,400 6,016 11,00 173,28 6.230,17

1076 + 107,500 -0,509 11,00 (354,91) 6.230,17

1077 + 107,600 -3,948 11,00 (2.667,85) -

1078 + 107,700 -1,890 11,00 (3.292,92) -

1079 + 107,800 -0,710 11,00 (1.677,00) -

Page 4-50
 NO CHAINAGE DEPTH ROAD WIDTH (M) CUT(M3) FILL (M3)

1080 + 107,900 0,101 11,00 (423,12) -

1081 + 108,000 -2,695 11,00 (1.673,52) -

1082 + 108,100 -3,310 11,00 (3.362,05) -

1083 + 108,200 3,431 11,00 (2.076,20) 3.220,55

1084 + 108,300 -3,149 11,00 (1.987,88) 3.220,55

1085 + 108,400 1,184 11,00 (1.987,88) 1.011,61

1086 + 108,500 0,957 11,00 702,37 1.011,61

1087 + 108,600 2,638 11,00 702,37 2.397,74

1088 + 108,700 3,178 11,00 - 5.979,43

1089 + 108,800 3,925 11,00 - 7.645,40

1090 + 108,900 -0,225 11,00 (158,48) 3.756,96

1091 + 109,000 -0,668 11,00 (614,09) -

1092 + 109,100 -1,533 11,00 (1.441,60) -

1093 + 109,200 4,044 11,00 (1.029,68) 3.888,91

1094 + 109,300 -6,811 11,00 (3.676,07) 3.888,91

1095 + 110,300 2,264 11,00 (36.760,67) 20.260,54

(900.523,93) 1.930.206,75

Total volume of cut at Stage 3 plus volume of widening Stage 1 is 900,523 m3 and fill is
1,930,206 m3
Comparison of the Volume of Road and Supporting Building Works for Stage-1,
Stage-2 and Stage-3.
Comparison of Work Volume for Construction Stage-1, Stage-2 and Stage-3 including Road
Complementary buildings is described in the following table
Table 4-18 Comparison of the Volume of Infrastructure Work for Stage 1, 2 & 3

NO DESCRIPTION UNIT VOLUME TOTAL COMPARISON

STAGE-1 STAGE -2 STAGE -3 STAGE -3 STAGE STAGE STAGE

-1 -2 -3
1 Road Length km 29,500 27,300 52,700 109,500 0,27 0,25 0,48

2 Earthwork

2.a Cut to fill m3 (233.124,03) (426.828,88) (900.523,93) (1.560.476,84) 0,15 0,27 0,58

Page 4-51
NO DESCRIPTION UNIT VOLUME TOTAL COMPARISON

Fill from borrow

2.b material (faktor m3 243.961,22 601.808,20 1.608.744,85 2.454.514,27 0,10 0,25 0,66
pemadatan x1.3)
3 Road Area m2 265.500,00 300.359,00 579.700,00 1.145.559,00 0,23 0,26 0,51
Crossing
4 unit - 5,00 3,00 8,00 0,00 0,63 0,38
Underpass-Typ1
Crossing
5 unit 3,00 - 1,00 4,00 0,75 0,00 0,25
Underpass-Typ2
6 Bridges unit - - 2,00 2,00 0,00 0,00 1,00

7 Rest Area pcs 1,00 1,00 - 2,00 0,50 0,50 0,00

Multiplate Arch
8 unit - 5,00 - 5,00 0,00 1,00 0,00
Dia 6M
9 ISP unit 1,00 1,00 - 2,00 0,50 0,50 0,00

Estimated Cost of Hauling Road Construction and Supporting Buildings

4.8.1 Capital cost Stage 1

Table 4-19 Construction Cost Hauling Road

No Description Unit Qty Unit Rates Cost

A Earthwork
Site Clearance
Clearing and grubbing (approx25m
sqm 410.306,25 26.411,33 Rp. 10.836.734.267,63
width) including hauling and dumping
Stripping of top soil and remove 300mm
THK under embankment footprint
includes allowance for softspots cum 111.714,60 85.721,99 Rp. 9.576.398.334,41
removal, hauling and dumping into
stockpile area
Earthwork include earth bund and earth
drainage
Cut to fill including soil excavate, with
haul, place, lay trim and compact cum 551.522,10 103.827,15 Rp. 57.262.969.736,19
300mm thk to top of embankment
Fill from borrow material cum 65.947,56 221.970,01 Rp. 14.638.380.820,85

Sub Total A Rp. 92.314.483.159,08

B Pavement Works
Base course CBR 90% -100mm THK only
spreading and compacting to design m3 27.678,20 898.964,79 Rp. 24.881.727.314,48
level
Sub base CBR 35% - 200mm THK only
spreading and compacting to design m3 61.395,28 898.964,79 Rp. 55.192.195.133,94
level, include shoulder

Page 4-52
 No Description Unit Qty Unit Rates Cost

Subgrade preparation - compacting to

m2 306.976,40 173.065,76 Rp. 53.127.102.548,46
design level
Sub Total B Rp.133.201.024.996,88

C Drainage Works
38.303.494.200
Supply and installation of CSP 1000mm m' Rp. 13.699.511.579,11
dia, including supply materials, soil 1.555,20 8.808.842,32
excavate, compacted backfill, sand
bedding
Sub Total C Rp. 13.699.511.579,11
D Others
Shotcrete (thk 7cm) m2 9.986,63 1.172.572,68 Rp. 11.710.043.630,94
Gabion Galvaniz 2x1x1, including m3 6.847,12 3.058.719,26 Rp. 20.943.408.568,08
rock/gravel
Road sign set 18,90 4.611.059,82 Rp. 87.149.030,55

At grade crossing
Guard house 4x4m set 3,00 98.369.276,10 Rp. 295.107.828,31

Portal set 3,00 36.888.478,54 Rp. 110.665.435,62

Sub Total D Rp. 33.146.374.493,50

Total A + B + C + D Rp. 272.361.394.228

Table 4-20 Cost of Underpass Type-2 – 3 units

No Description Unit Qty Unit Rates Cost

3 Underpass 13m
Upper Structure
Composite Girder Bridge - Steel Strcuture t 88,50 69.490.872 Rp. 6.149.942.188
Brdige Accessories ls 3,00 150.759.858 Rp. 452.279.574,87
Concrete Structure m3 136,41 11.892.817 Rp.1.622.299.243,49
Abutment
Abutment Wall m3 468,93 11.339.987 Rp.5.317.660.145,03
Fender Wall m3 44,34 11.339.987 Rp. 502.815.027,47
Wing Wall m3 106,92 11.339.987 Rp. 1.212.471.419
Approaching Slab
Concrete slab m3 42,33 8.857.104 Rp. 374.921.198,80
Base course CBR 90% -200mm THK only
spreading and compacting to design m3 28,23 181.762,89 Rp. 5.131.166,49
level

Page 4-53
 No Description Unit Qty Unit Rates Cost

Sub-base CBR 35% - 200mm THK only

spreading and compacting to design m3 28,23 181.762,89 Rp. 5.131.166,49
level
Lean Concrete K125 m3 14,10 4.175.341 Rp. 58.872.313,57
Subgrade preparation - compacted to
m2 141,12 17.496,20 Rp. 2.469.063,50
design level
Pile Cap m3 497,43 9.619.111 Rp. .784.833.717
Concrete spun pile dia 600mm m' 3.960 2.474.468 Rp. 9.798.892.307
Abutment Soil fill (selected fill) m3 3.465 365.616 Rp. 1.266.857.544
TOTAL Rp.31.554.576.076

Table 4-21 Total Cost of Construction Stage-1

No Package Cost Remarks
(USD)

1 Joint Survey Rp. 502.200.000,00

2 Engineering Rp. 3.448.665.600,00
3 Haul Road
a Haul Road Rp. 272.361.394.228,00
b Underpass Type 1 RP -
c Underpass Type 2 Rp. 31.554.576.076,00
d Multi Plate Arch RP -
e Bridge RP -

Sub total Rp. 303.915.970.304,00

TOTAL (Excluded PPN 11%) Rp. 307.866.835.904,00
TOTAL TERMASUK BIAYA TAK TERDUGA 10% Rp. 338.653.519.494
DIBULATKAN Rp. 338.700.000.000

Page 4-54
 4.8.2 Operational cost Stage-1

Table 4-22 Operational Cost Stage-1

4.8.3 Capital cost Stage-2

Table 4-23 Construction Cost of Hauling Road

No Description Unit Qty Unit Rates Cost

A Earthwork

Site Clearance
Clearing and grubbing (approx25m width)
cum 738.551 17.678,36 Rp 13.056.371.692
including hauling and dumping
Stripping of top soil and remove 300mm
THK under embankment footprint
cum 201.086 57.378 Rp. 11.537.887.065
includes allowance for softspots removal,
hauling and dumping into stockpile area
Earthwork include earth bund and earth
drainage
Cut to fill including soil excavate, with
haul, place, lay trim and compact 300mm cum 992.740 69.497 Rp. 68.991.875.100
thk to top of embankment
Fill from borrow material cum 118.705 148.575 Rp. 17.636.691.668
Rp. 111.222.825.525
B Pavement Works
Base course CBR 90% -100mm THK only
spreading and compacting to design level m3 31.288 898.965 Rp. 28.127.170.008

Sub base CBR 35% - 200mm THK only

spreading and compacting to design level, m3 69.403 898.965 Rp. 62.391.177.108
include shoulder
Subgrade preparation - compacting to
m2 347.017 173.066 Rp. 60.056.724.620
design level

Page 4-55
No Description Unit Qty Unit Rates Cost

Rp. 150.575.071.736
C Drainage Works
Supply and installation of CSP 1000mm
dia, including supply materials, soil
m' 1.440 8.808.842 Rp. 12.684.732.943
excavate, compacted backfill, sand
bedding
Rp 12.684.732.944
D Others Rp. 20.466.967.864
Shotcrete (thk 7cm) m2 9.246,88 1.172.573 Rp. 10.842.632.992
Gabion Galvaniz 2x1x1, including
m3 6.339,92 3.058.719 Rp. 19.392.044.970
rock/gravel
Road sign set 17,50 4.611.060 Rp. 80.693.547
At grade crossing set
Guard house 4x4m set 2,00 98.369.276 Rp. 196.738.552
Sub Total D Rp. 30.585.887.018

Total A + B + C + D Rp. 305.068.517.222

Table 4-24 Cost of underpass Type-1 – 5 unit

No Description Unit Qty Unit Rates Cost

3 Underpass 20m
Upper Structure
Composite Girder Bridge - Steel Strcuture ls 177,10 100.408.064 Rp 17.782.268.085
Brdige Accessories m3 5,00 217.834.443 Rp 1.089.172.217
Concrete Structure m3 341,05 17.184.052 Rp 5.860.621.045
Abutment
Abutment Wall m3 781,55 16.385.262 Rp 12.805.901.503
Fender Wall m3 73,90 16.385.262 Rp 1.210.870.861
Wing Wall 178,20 16.385.262 Rp 2.919.853.685
Approaching Slab m3
Concrete slab m3 70,55 12.797.719 Rp 902.879.051
Base course CBR 90% -200mm THK only m3
spreading and compacting to design 47,05 262.631 Rp 12.356.791
level
Sub-base CBR 35% - 200mm THK only m3
spreading and compacting to design 47,05 262.631 Rp 12.356.791
level

Page 4-56
 No Description Unit Qty Unit Rates Cost

Lean Concrete K125 m3 23,50 6.032.993 Rp 141.775.335

Pile Cap m' 829,05 13.898.749 Rp11.522.757.683
Concrete spun pile dia 600mm m
m' 6.600 3.575.384 23.597.530.929
3
Abutment Soil fill (selected fill) 5.775,00 528.281 Rp 3.050.825.453
Underpass 20m t 177,10 100.408.064 Rp 17.782.268.085

TOTAL Rp 80.909.169.426

Tabel 4-25 Cost of Multiplate Culvert dia 6m – 5 unit

No Description Unit Qty Unit Rates Cost

Multi Plate Arch Culvert

Corrugated steel - Multi plate arch
5 1.066.716.596 Rp. 2.807.598.455
39MB, thk 6mm unit
Stripe footing m3 175 11.339.987 Rp. 1.044.639.750
Ring beam 360x600 m3 20 13.309.858 Rp. 136.973.361
Thrust beam m3 3 13.309.858 Rp. 20.318.299
Selected/Compacted fill m3 887 365.615 Rp. 170.673.528
Base course CBR 90% -200mm THK m3
only spreading and compacting to 168 181.763 Rp. 16.074.240
design level
Sub-base CBR 35% - 200mm THK only m3
spreading and compacting to design 168 181.763 Rp. 16.074.240
level
Subgrade preparation - compacted to m2
840 17.496 Rp. 7.736.400
design level
Handrail m' 115 3.059.954 Rp. 185.237.400
Gabion:
Terramesh 2000x2000x1000 mm
870 1.648.730 Rp. 1.434.395.100
unit
Rock Size 100-200 mm m3
1.160.020 Rp. 4.036.869.600
3.480
Geotex Non Woven t=3 mm m2
32.400 Rp. 89.262.000
2.755

TOTAL Rp. 9.965.852.372

Page 4-57
 Table 4-26 Total Cost of Construction Stage-2
No Package Cost Remarks
(USD)

1 Joint Survey Rp. 465.000.000,00

2 Engineering Rp. 3.200.000.000,00
3 Haul Road
a Haul Road Rp.305.068.517.222,00
b Underpass Type 1 Rp. 80.909.169.426,00
c Underpass Type 2
d Multi Plate Arch Rp. 49.829.261.860,00
e Bridge

Sub total Rp. 435.806.948.508

TOTAL (Excluded PPN 11%) Rp. 439.471.948.508
TOTAL TERMASUK BIAYA TAK TERDUGA 10% Rp. 483.419.143.359
DIBULATKAN Rp. 483.500.000.000

4.8.4 Operational cost Stage-2

Table 4-27 Operational Cost Stage-2

Cost Capex Value in Total Cost OPEX

No Areas/Equipment
Description US$ in US$ Life RP/ton Remarks
(hrs) km

1 Earthwork Maint & fill 111.222.825.525 11.122.282.552 6.400 20,37

2 Pavement for Haul Road Maint & fill 150.575.071.736 30.115.014.347 3.200 55,16
3 Drainage, Maint 12.684.732.944 1.268.473.294 6.400 2,32
4 Bridge Maint 0 - 3.200 -
Crossing Existing Road
5 Maint 80.909.169.426 8.090.916.942 6.400 14,82
(Underpass)-T1 4 units
Crossing Existing Road
6 Maint 0 - 3.200 -
(Underpass)-T2 0 units
Multi Plate Arch Culvert
7 Maint 9.965.852.372 996.585.237 6.400 1,83
(5 Location)
8 Other road facility Maint 30.585.887.018 6.117.177.403 3.200 11,20
9 Operational Labour Cost Labour 1.265.625.000 63,28
10 Water Truck Suppression 73.710.000.000 135

Operational Cost /ton km (RP) 303,98 41.037

Page 4-58
4.8.5 Capital cost Stage-3

Table 4-28 Cost of Hauling Road Construction

No Description Unit Qty Unit Rates Cost
A Earthwork
Site Clearance
Clearing and grubbing
(approx25m width) including sqm 1.586.517,50 17.678,36 RP 28.047.020.672,32
hauling and dumping
Stripping of top soil and remove
300mm THK under embankment
footprint includes allowance for cum 431.963,12 57.377,79 RP 24.785.090.731,04
softspots removal, hauling and
dumping into stockpile area
Earthwork include earth bund
and earth drainage
Cut to fill including soil excavate,
with haul, place, lay trim and
cum 2.132.552,12 69.496,43 RP148.204.768.732,43
compact 300mm thk to top of
embankment
Fill from borrow material cum 254.997,23 148.575,05 RP 37.886.226.546,87

B Pavement Works
Base course CBR 90% -100mm
THK only spreading and m3 61.373,40 898.964,79 RP 55.172.525.784,29
compacting to design level
Sub base CBR 35% - 200mm THK
only spreading and compacting to m3 136.137,36 898.964,79 RP122.382.693.557,87
design level, include shoulder
Subgrade preparation -
m2 680.686,80 173.065,76 RP117.803.575.216,14
compacting to design level

C Drainage Works
Supply and installation of CSP
1000mm dia, including supply
m' 2.764,80 8.808.842,32 RP 24.354.687.251,76
materials, soil excavate,
compacted backfill, sand bedding
6.086,33 1.529.359,63 RP 24.354.687.251,76
D Others 20.466.967.864
Shotcrete (thk 7cm) m2 17.754,00 1.172.572,68 RP 20.817.855.343,89
Gabion Galvaniz 2x1x1, including
m3 12.172,65 3.058.719,26 RP 37.232.726.343,25
rock/gravel
Road sign set 33,6 4.611.059,82 RP 154.931.609,87
At grade crossing
Guard house 4x4m set 5 98.369.276,10 RP 491.846.380,52
Portal set 5 36.888.478,54 RP 184.442.392,70

Total Capex Tahap 3 RP617.518.390.562,95

Page 4-59
 Table 4-29 Total Cost of Construction Stage 3
No Package Cost Remarks
(USD)

1 Joint Survey Rp.892.800.000,00

2 Engineering Rp.6.144.000.000,00
3 Haul Road
a Haul Road Rp.617.518.390.562,00
b Underpass Type 1 Rp.48.545.501.656,00
c Underpass Type 2 Rp.10.518.192.025,00
d Multi Plate Arch -
e Bridge Rp.38.951.655.439,00
Sub total Rp.715.533.739.682,00
TOTAL (Excluded PPN 11%) Rp.722.570.539.682,00
Total Cost (include cotingency 10%) Rp. 794.827.593.650
Round Rp. 794.900.000.000

4.8.6 Operational cost Stage-3

Table 4-30 Operational Cost Stage-3

Est Annual Cost Remarks
Maintenance Qty Total Cost
Capex Value in
No Areas/Equipment Cost Description in Rp Life OPEX
Rp
Part Inst. (hrs) Rp/ton km
in Rp in Rp

1 Earth work Maint & fill 238,923,106,683 35,838,466,002 1 89,596,165,006.00 3,200 85.01
2 Pavement for Haul Road Maint & fill 295,358,794,558 44,303,819,184 1 110,759,547,959.36 3,200 105.08
3 Drainage, Maint 24,354,687,252 3,653,203,088 1 9,133,007,719.41 3,200 8.67
4 Bridge 2 units Maint 38,951,655,439 5,258,473,484 1 13,146,183,710.66 3,200 12.47
5 Crossing Existing Road (Underpass)-T1 3 units Maint 48,545,501,656 6,553,642,724 1 16,384,106,808.90 3,200 15.54
6 Crossing Existing Road (Underpass)-T2 1 units Maint 10,518,192,025 1,419,955,923 1 3,549,889,808.44 3,200 3.37
7 Other road facility Maint 58,881,802,070 11,776,360,414 1 29,440,901,035.11 3,200 27.93
8 Operational Labour Cost Labour 1,518,750,000.00 75.94
9 Water Truck Suppression 158,100,000,000.00 150.00
Operational Cost /ton km (Rp) 484.01 Rp 25,507
18 Operational Cost /ton km (Rp) Rp 484.01
56,250,000 Maint'ce cost 272,009,802,047.88 258.074
28,125,000 Operational cost 158,100,000,000.00 150.0 484.01
TOTAL Rp: 1,518,750,000 Labour cost 1,518,750,000.00 75.9 4,001.91
Labour cost (Rp/ton): 75.9375 431,628,552,047.88

Page 4-60
CHAPTER 5
Intermediate Stockpile Plan
Coal Stockpile is a place where materials are piled up to be taken, processed, marketed or
utilized later. The stockpile functions as a buffer between shipping and processing, as a
strategic inventory against short-term or long-term disturbances. The stockpile also functions
as a process for homogenizing and/or mixing coal to prepare the required quality. The
stockpile is also a place for storing/stacking coal mining products. The stockpile is also used to
mix coal for homogenization purposes to prepare a product from one type of material where
fluctuations in coal quality and size distribution are equalized.
There are several coal stockpiles that are commonly called mining stockpiles, namely ROM
stockpile, intermediate stockpile, crushed coal stockpile, and others. But functionally the
stockpile as mentioned above is a place for coal to be stored. For ROM stockpile, it is usually
located in the mine site area where ROM stockpile means Run of Mine Stockpile. This stockpile
serves as a place to store coal after coal mining is carried out at the Pit or mine location. The
chunks of coal in the ROM stockpile are large, can be over 500 mm in size.
To maintain the continuity of ROM stockpile coal production, it is very necessary due to
security and safety issues in the mine area when it rains, mining work is stopped so that mine
production automatically stops. If there is no stockpile ROM, of course coal shipments will
also stop, therefore stockpile ROM is needed as a buffer function between supply and delivery
both short term and long term.

Figure 5-1 Coal Mining Process and Delivery to ROM Stockpile

This Stockpile ROM area is not far from the pit location or mining location because the mining
process will eventually move away from the Stockpile ROM area due to the mining method
being carried out so that the Stockpile ROM area can move according to the mining area.

Page 5-61
 Figure 5-2 ROM Stockpile

Because coal shipments to buyers are usually lumps of -50mm in size, coal with a larger size
will be transported first to the crushing process or reducing the size of the lumps. This crushing
process uses mechanical equipment that operates continuously or continuously so that it is
necessary to keep feeding or coal feed always available for the crushing process. That way so
that the crushing process does not get stuck, a stockpile buffer is needed before processing if
the ROM stockpile location is far enough from the crushing area. But if the process of lifting
coal from the ROM stockpile area is not too far away and it is believed that coal supplies will
not be cut off for the crushing process, then a buffer stockpile before the crushing area is not
needed.

Page 5-62
 Buffer
Stockpile

Crushing
Plant

Figure 5-3 Buffer Stockpile on Crushing Station

In the process of transporting coal from the mine site to the port or to the buyer, several
modes of transportation are used. One of them is using coal trucking which is very popular in
Indonesia because it is more competitive in terms of capital and easier to use compared to
other modes of transportation such as trains or conveyor belts. For that reason, SAS is also
implementing a transportation process that will be developed in the transportation of energy
commodities and there are also other commodity sectors that can also use the transportation
facilities that will be developed, namely the hauling road.
With the problems that occur in the transportation system in Jambi province in the process of
distributing resource commodities in Jambi Province, this hauling road is urgently needed so
that it can break down the existing road loads in Jambi Province.
Especially for coal commodities with a transport process using a maximum truck capacity of
10 tons on national roads or provincial roads in the Jambi Province area, an increase in
transport capacity of up to 30 tons is needed.

Figure 5-4 Intermediate Stockpile Locations

Page 5-63
The change in transport capacity from 10 tons of trucks to a capacity of 30 tons of trucks
requires an intermediate stockpile. Functionally, this intermediate stockpile can cut
transportation operational costs due to the distance and coal capacity. However, to maintain
the quality of coal in this intermediate stockpile, technical attention must be paid to
stockpiling it. Problems that usually arise include symptoms of self-burning on piles or self-
burning of coal that has been piled up for a long time and also the presence of standing water
during the rainy season which will reduce the quality of coal.
This intermediate stockpile is usually planned with a simple concept involving a manual
operating system or an operating system using an automated system or a conveyor belt
system. This intermediate stockpile can also be used for the process of mixing coal with
several product varieties or only used for the stockpiling process.

Figure 5-5 Process of Coal Mining and Transportation to ISP and Shipping locations

The concept of stockpiling in the Intermediate stockpile cuts the cycle time for coal reserves
so that it can be delivered continuously without being constrained by any technical or non-
technical problems during the delivery process.
Intermediate Stockpile in Stage 1
As the plan for the development of infrastructure facilities by SAS will be carried out in 3
phases, in this first phase it is planned to develop an intermediate stockpile as a storage area
to increase production capacity up to 10,000,000 tons per year by increasing the capacity of
transportation facilities from a 10 ton truck capacity to a capacity 30 tons.
Intermediate stockpile in this first stage is planned to only use simple concepts involving
manual operations. The 10 ton dump truck carrying coal from the mining area through the
existing road will spill coal into this intermediate stockpile. Coal in this intermediate stockpile
is managed using a dozer and excavator when feeding from a 10 ton dump truck.

Page 5-64
The capacity of this intermediate stockile is an area of 10 ha wherein the area is equipped
with a settling pond and also a weigh bridge. So that this 10 ha area can only be filled with
coal stockpiles of approximately 200,000 T.
The condition of the stockpile ground floor is made of soil then the top layer is covered with
dirty coal (bedding coal). The slope of the ground floor from the stockpile is east and west, so
that water can flow out of the stockpile to a temporary ditch and sump which is then
channeled into a settling pond.
The shape of the coal stockpile in this stockpile is in the form of a long truncated pyramid. In
this Intermediate stockpile there is live stock. Live stock is stockpiled coal that is ready to be
shipped. The dimensions of this stockpile are as follows:
• Stockpile height, stockpiling in this stockpile until the full height of the coal stockpile can
reach ± 6 meters.
• The shape of the embankment has the shape of a truncated pyramid which has length and
width, with the ends not angular, but slightly circular. So you need to know the diameter.
• The angle formed by the coal pile is formed due to the arrangement of the bulldozer and
excavator.

Figure 5-6 Facilities at Intermediate Stockpile

As previously stated, one of the potential damages to coal quality is self-burning or self-
burning on stockpiles. The problem of self-combustion in coal stockpiles is something that
often occurs and needs attention, especially in large coal stockpiles. In addition, coal rank also

Page 5-65
affects the occurrence of self-combustion symptoms. Low-rank coal has the potential for self-
combustion. This is because low-rank coal contains high flying substances or dusty coal.
For this reason, in the intermediate stockpile area, it is proposed that this 10 ha area be
divided into 10 stockpiles with a capacity of around 20,000 T each. So that only a small area
will be affected by symptoms of self-burning. In the operation of this intermediate stockpile
in order to reduce the possibility of self-burning or self-burning it is necessary to pay attention
to several parameters such as grain size degradation, heap compaction, heap angle, and
drainage system.
Grain Size Degradation
In general, coarse-sized material has a greater angle of repose than fine-sized material. In the
Intermediate stockpile, crushing is not carried out so that the size of the coal is still large or
you could say ROM size. This means that the grain size of coal is still quite coarse. So the
selection of intermediate stockpile without reducing the grain size of the coal or crushing
process can be a solution in dealing with self-burning or self-burning coal. Because, the smaller
the size of the degradation of the coal, the larger the surface area that is directly related to
the outside air, so the faster the oxidation process takes place. Conversely, the larger the size
of the lump of coal, the slower the self-combustion process. Coal grain size also affects the
speed of the oxidation process. The more uniform the grain size in a coal pile, the greater the
resulting porosity and consequently the greater the permeability of external air to circulate
within the coal pile.
Stockpile Compaction
For relatively long storage of coal, both low rank and high rank coal, it is advisable to compact
each slope of the pile, especially those facing the wind direction. By compacting each slope of
the pile, it means reducing the risk of self-combustion, because self-combustion of a type of
coal in a stockpile or storage area is generally caused by two factors, namely air and heat, so
self-combustion prevention can only be carried out if one of these two factors is removed or
eliminated through compaction action in minimizing contact between coal particles and
oxygen from the air. This needs to be done, especially for stockpiling or long-term storage
(reserve storage or long term consolidated stockpile for a storage period of more than 3
months) to prevent a decrease in coal quality as well as to reduce the hazard of self-
combustion which causes fire. Coal stockpile compaction must be carried out systematically,
namely carried out layer by layer where each layer is spread evenly and immediately
compacted with heavy equipment.
Compaction of heaps in the intermediate stockpile, compaction is carried out using a
bulldozer which also functions to spread coal so that it reaches the desired capacity.
Compaction really needs to be done to reduce the cavities in the coal pile so that air entering
the pile decreases.

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Stockpile Angle
In coal handling, what needs to be considered is the slope angle of the coal pile or the slope
angle of the pile. This is intended to reduce the effect of the wind that hits the coal pile. By
flattening the surface of the pile, it reduces the penetration of wind or oxygen into the coal
pile. Because at an aerodynamic angle the wind that hits the coal pile seems to be deflected
upward so there is no wind turbulence around the coal. This will reduce the level of oxidation
that occurs in coal deposits.
On one side of the embankment, a road is made that the bulldozer uses to get to the top of
the embankment, making it easier for the bulldozer to climb up the embankment to compact
the top of the embankment. Besides that, it can make it easier for bulldozers to spread coal.
By compacting it, it can reduce cavities in the coal pile as described in the pile compaction
process above.
Drainage system
A draining or drainage system is needed to drain water from the seepage of coal stockpile
which eventually flows into the settling pond. The drainage system in the intermediate
stockpile must be carefully considered so that the drainage is not filled with rocks, plants and
coal that enter the drainage system. If this happens, it is possible that the water flowing in the
drainage system cannot flow smoothly, especially if there is heavy rain. It should be noted
that the maintenance process for this drainage system is carried out regularly and is always
under supervision, especially during the rainy season. The shape of the ground floor of the
stockpile is made slightly convex so that there is no subsidence of the ground floor when
backfilling is carried out. This will have an impact on the water that will flow into the drainage
system from the stockpile.
The shape of the channel that is often used and commonly used is the trapezium shape,
because when compared to other shapes (square, triangle and semi-circle), the trapezium
shape is easier to manufacture, inexpensive, efficient and easy to maintain and the stability
of the slope of the walls can be adjusted according to circumstances. land used for the canal.
Drain system dimensions (trench)
1700mm 400mm
• Length of outer side (a) = 0,4 m
100mm
• Channel bottom width (b) = 0,6 m
600mm
• Surface width (B) = 1,7 m
500mm
• Freeboard (h’) = 0.1 m 600mm
• Water depth (h) = 0,5 m

The planning and operation of the intermediate stockpile must be carefully regulated so that
stockpiling and shipping of coal needs to be carried out with a good system so that coal is not
stored for too long.

Page 5-67
Coal stockpiling and shipping activities carried out in this intermediate stockpile should be
carried out using the FIFO (First In First Out) system. This means that the coal that arrives first
at this intermediate stockpile is also the first coal to be transported back for the next
transportation process. The longer the coal is buried, the more likely it is for self-burning or
self-burning coal to occur.
Intermediate Stockpile in Stage 2
Continuation of the plan to develop infrastructure facilities by SAS will carry out the
construction of the second phase of the hauling road with a length of approximately 27 km
with a coal hauling capacity on this road of 20,000,000 tons per year. As explained in the
hauling road analysis, the hauling road in stage 2 will use a 2 x 60 ton double trailer truck so
that the road width in the second stage is wider than stage 1 so the hauling road in the first
stage must be widened to accommodate this development stage.
As for the intermediate stockpile in stage 1, there will be no changes because the systems in
the intermediate stockpile all use heavy equipment or manually use operators.
Similar to the design of the intermediate stockpile stage 1, the intermediate stockpile in phase
2 is also planned with the same design, which is approximately 200,000 T with an area of 10
ha.

Figure 5-7 Intermediate Stockpile 2 Location

These two intermediate stockpiles will continue to function as long as there is a need for the
use of these facilities. As with the Intermediate Stockpile stage 1, this can serve mine owners
around the area who will use SAS's port facility by first passing through it as a provincial road
or national road which is limited by a dump truck capacity of a maximum of 10 tons so that
annual capacity can be achieved it must be stored first in the intermediate stockpile for
transfer of transport to dump trucks with a capacity of 30 tons.

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Meanwhile, stage 2 of the intermediate stockpile will continue to be used by coal mine owners
that are closer to the area. So that these two intermediate stockpile facilities must still be built
and operated with an operational cost value that must be considered.
Calculation of Intermediate Stockpile Work Stage 1 and Stage 2
In calculating the volume of Intermediate Stockpile work for Stage 1 and Stage 2, the
magnitude is relatively the same because the stockpile area is also the same to be built. With
the same assumptions, the capital costs and operational costs will be analyzed in the same
amount.
With an area of 10 ha, the amount of earthwork and pavement in the stockpile area is
calculated as shown in the table below.
Table 5-1 Intermediate Stockpile Work Volume
No Description Unit Volume Unit Price Total Cost
1 Earthworks
Clearing and grubbing including
hauling and dumping into waste m2 100.000 Rp 13.800 Rp. 1.380.000.000
dump area
Stripping of top soil and remove
300mm THK under embankment
footprint includes allowance for m3 30.000 Rp 45.000 Rp. 1.350.000.000
softspots removal, hauling and
dumping into stockpile area
Cut to fill including soil excavate,
win, haul, place, lay trim and compact m3 35.000 Rp 55.000 Rp. 1.925.000.000
300mm thk to top of embankment
Fill from borrow area m3 55.000 Rp 150.000 Rp. 8.250.000.000
2 Pavement
Stockpile Pavement - Type 1
Base course CBR 90% -200mm THK
only spreading and compacting to m3 9.826,60 Rp 47.840 Rp 470.104.544
design level
Sub-base CBR 35% - 200mm THK
only spreading and compacting to m3 9.826,60 Rp 47.840 Rp 470.104.544
design level
Subgrade preparation m2 49.133,00 Rp 9.210 Rp 452.514.930
Road Pavement -Type 2
Base course CBR 90% -100mm THK
only spreading and compacting to m3 6.983,00 Rp 47.840 Rp 334.066.720
design level
Sub-base CBR 35% - 200mm THK
only spreading and compacting to m3 13.966,00 Rp 47.840 Rp 668.133.440
design level
Subgrade preparation m2 69.830,00 Rp 9.210 Rp 643.134.300

Page 5-69
 No Description Unit Volume Unit Price Total Cost
Road Maintenance -Type 3
Sub-base CBR 35% - 200mm THK
only spreading and compacting to m3 1.658,20 Rp 47.840 Rp 79.328.288
design level
Subgrade preparation m2 8.291,00 Rp 9.210 Rp 76.360.110
3 Drainase
Culvert
Supply and installation of cross
culvert including supply of steel pipe
m' 67,50 Rp3.606.070 Rp 243.409.725
dia 0.4m, soil excavate, compacted
backfill, bedding etc
Supply and installation of cross
culvert including supply of steel pipe
m' 19,80 Rp2.309.840 Rp 45.734.832
dia 0.5m, soil excavate, compacted
backfill, bedding etc
Supply and installation of cross
culvert including supply of steel pipe
m' 24,50 Rp4.914.030 Rp 120.393.735
dia 0.8m, soil excavate, compacted
backfill, bedding etc
Supply and installation of cross
culvert including supply of steel pipe
m' 31,50 Rp6.035.970 Rp 190.133.055
dia 0.9m, soil excavate, compacted
backfill, bedding etc
Supply and installation of cross
culvert including supply of steel pipe
m' 29,00 Rp8.329.540 Rp 241.556.660
dia 1.0m, soil excavate, compacted
backfill, bedding etc
Settling Pond
Clearing and grubbing for SP and at
underneath of the earth dam
m2 8.000,00 Rp13.800 Rp 110.400.000
including hauling and dumping into
waste dump area
TOTAL CAPITAL COST INTERMEDIATE STOCKPILE Rp 17.050.374.883
CONTINGENCY 10% Rp 1.705.037.488
GRAND TOTAL CAPITAL COST Rp 18.756.000.000

Based on the table above, the total cost for the construction of the intermediate stockpile
stage 1 and stage 2 is approximately Rp. 18,756,000,000,-.
Calculation of Intermediate Stockpile Operational Costs
5.4.1 Stage 1 Operational Costs

In calculating the volume of Intermediate Stockpile work for Stage 1 and Stage 2, the
magnitude is relatively the same because the stockpile area is also the same to be built. With

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the same assumptions, the capital costs and operational costs will be analyzed in the same
amount.
Table 5-2 ISP Operational Cost Stage 1
Capex Qty
Cost Total Cost in OPEX
No Areas/Equipment Value in Life (hrs)
Description US$ US$/ton
US$

1 Pavement Liners 1,0 56.207 15.000 0,006

212.916
3 Drainage Liners 1,0 609 15.000 0,000
63.442
4 Earthwork Liners 1,0 72.803 15.000 0,007
2.583.661
Maint &
5 Others 1,0 254.742 50.000 0,025
electr 571.389
Fuel Storage Tank and Maint &
6 1,0 145 50.000 0,000
Piping electr 50.467
Maint &
7 Building Works 1,0 97.556 50.000 0,010
electr 157.514
Maint &
8 Electrical 1,0 619 50.000 0,000
electr 214.957
Maint, fuel
9 Dozer DT 7 4,0 11.923.077 - 1,192
& tyre
Maint, fuel
10 Excavator PC 320 2,0 4.200.000 - 0,420
& tyre
11 Services & Instr Electr 1,0 668.521 - 0,067
963.587
12 Genset overhaul Electr 1,0 320.000 50.000 0,032
Operational Labour
13 Labour 1,0 168.750 - 0,017
Cost
OPERATIONAL COST (USD / TON) 1,78

5.4.2 Stage 2 Operational Costs

Although with the same area in the intermediate stockpile stage 1 and stage 2, the operating
capacity is a total of 20,000,000 tons per year so there is little difference with the capacity in
the first stage, which is 10,000,000 tons per year.
Table 5-3 ISP Operational Cost Staage 2
Capex
Cost Total Cost in OPEX
No Areas/Equipment Value in Qty Life (hrs)
Description US$ US$/ton
US$

1 Pavement Liners 1,0 56.207 15.000 0,003

212.916
2 Drainage Liners 1,0 609 15.000 0,000
63.442
3 Earthwork Liners 1,0 72.803 15.000 0,004
2.583.661
Maint &
4 Others 1,0 254.743 50.000 0,013
electr 571.389

Page 5-71
 Capex
Cost Total Cost in OPEX
No Areas/Equipment Value in Qty Life (hrs)
Description US$ US$/ton
US$
Fuel Storage Tank and Maint &
5 1,0 146 50.000 0,000
Piping electr 50.467
Maint &
6 Building Works 1,0 97.556 50.000 0,005
electr 157.514
Maint &
7 Electrical 1,0 619 50.000 0,000
electr 214.957
Maint, fuel
8 Dozer DT 7 4,0 23.846.154 - 1,192
& tyre
Maint, fuel
9 Excavator PC 320 2,0 8.400.000 - 0,420
& tyre
10 Services & Instr Electr 1,0 668.521 - 0,033
963.587
11 Genset overhaul Electr 1,0 320.000 50.000 0,016
12 Operational Labour Cost Labour 1,0 168.750 - 0,008
OPERATIONAL COST (USD / TON) 1,69

Page 5-72
CHAPTER 6
Port Construction Phase Plan
The plan to develop this coal port is intended to be able to accommodate the demand for coal
production capacity in Jambi Province of up to 40 million tons in 2022 with the realization of
coal production not reaching 50% of that capacity or 17,000,000 tons. Many factors made this
production capacity not go according to plan and the main factor was the problem of
transportation where the process of transporting coal passed through provincial roads or
national roads which were only limited to a maximum truck capacity of 10 tons and also had
to share the road with other vehicles. On the other hand, the coal port is also not connected
to private roads so that the queues for coal trucks at the port become large so that the
planned production capacity is not achieved.
Based on this, SAS plans to create a special coal port that can be used by the company by rent
per tonne of coal. In this case, SAS plans to develop the coal port in stages where phase 1 will
be planned for a port with maximum facilities for a production capacity of 10,000,000 tons
per year. Next, SAS targets a production capacity of up to 20,000,000 tons per year to be
served by this port with modifications in various places to use a conveyor belt system.
Port Planning Concept
The port in this infrastructure development plan is the key to the product export process so
that it can be accepted by buyers, so it is important to carry out a port study so that the
facilities needed to provide the best service for customers can be achieved.
The definition of port according to Law no. 17 of 2008 is everything related to the
implementation of port functions to support the smoothness, security and orderliness of the
traffic flow of ships, passengers and/or goods, sailing safety and security, intramodal and/or
intermodal movement places and encourage the national and regional economy while still
paying attention to area layout.
The port as a transportation infrastructure that supports the smooth running of the sea
transportation system has a function that is closely related to social and economic factors.
Economically, the port functions as one of the driving wheels of the economy because it is a
facility that facilitates the distribution of production results, while socially, the port is a public
facility in which interactions between users (community) take place, including interactions
that occur due to economic activity. More broadly, the port is the central node of a support
area (hinterland) and a link with areas outside it.
In general, ports have functions as links, interfaces, and gateways.
1. Link (chain), namely the port is one of the links in the transportation process from the
place of origin of the goods to the place of destination.
2. Interface (meeting point), namely the port as a meeting place for two modes of
transportation, for example sea transportation and land transportation.

Page 6-73
 3. Gateway, namely the port as the gateway to a country, where every visiting ship must
comply with the regulations and procedures that apply in the area where the port is
located.
The function of the port in this work is as a Link and also an Interface which is one of the links
in the transportation process and also a meeting place for two modes of land and sea
transportation. Meanwhile, as a gateway function, this port is a port located on a river where
for the process of exporters to foreign countries still use transhipment facilities in the sea
area.
In terms of port capacity, this report only considers 2 stages of production capacity that must
be served, with the first stage of 10,000,000 tons per year of dry bulk energy resource
products. For the next stage, the capacity to be served is 20,000,000 tons per year which must
involve additional equipment to achieve this capacity.
The service capacity of this port must also consider the location of the port and the traffic
from the river that will be passed. The location of this port is on the banks of the Batanghari
River in Jambi municipality as shown in the figure below.

Figure 6-1 Port Location and Transshipment PT. SAS

6.1.1 Batanghari River Traffic Analysis

The distance traveled by the barge from SAS port in Jambi Municipality to the Transshipment
location is about 200 km. Along the way, there are several ports that will be passed through

Page 6-74
which operate with a maximum barge of 300 feet or more or less with a capacity of 7,500
tons.
In accordance with Jambi province's production capacity for palm oil and coal commodities
and it is assumed that all these commodities pass along the Batanghari River route, the
capacity that will pass through the Batanghari River is assumed to be 50% of the total
33,000,000 tons of commodities or around 16,500,000 tons of commodities. With the
maximum capacity of barges operating on the Batang Hari river, the traffic density of the river
is 2,200 barges per year. Assuming an operational day of 320 days per year, every day there
will be approximately 7 barges that pass through the Batanghari river.
Table 6-1 Batanghari River Traffic Analysis
No Description Note

1 Barge capacity 7.500 ton (300ft)

2 Existing commodity capacity 16.500.000 ton
3 Operation day in year 320 day in year

4 Number of barges operation - 2200 barge in year

- 7 barge in day

The level of traffic density on the Batanghari River is still quite good so that if it is added to
the capacity targets for phase 1 and stage 2, namely a maximum of 20,000,000 tons per year,
the capacity in a year will be 36,500,000 tons. With this capacity, the number of barges that
will operate in one year on the Batanghari River is 4,867 300 ft barges or approximately 16
barges per day.
Based on this capacity, every 1.5 hours there will be a 300 ft barge passing through the
Batanghari River to transport commodities throughout the year.
6.1.2 Bridge clearance
SAS has conducted Bathymetric surveys along the Port area to the existing Jetty area owned
by Pelindo on the banks of the Batanghari River 2 times, namely in 2007 conducted by GRM
and the second conducted in 2022 by ITN.
From the two surveys conducted, it shows the bottle neck that SAS must watch out for if it
wants to use the Batanghari River all year round without obstacles. In the first survey, it was
known that there was an existing bridge and also a bridge to be built that needed to be
considered for the high clearance for barges to pass through the bridge. In the second survey,
it was found that along the surveyed area there were 3 bridges crossing the Batanghari River
with different clearance heights. The bridges are Batanghari Bridge I, Batanghari Bridge II and
Gentala Arrasy Bridge which has the lowest clearance of approximately 11 m, namely
Batanghari Bridge II.

Page 6-75
Source: 22 SAS 001 – Bathimetry Report by ITN
Figure 6-2 SAS survey results at Batanghari Bridge I

Source: 22 SAS 001 – Bathimetry Report by ITN

Figure 6-3 SAS survey results at Batanghari Bridge II

Page 6-76
Source: 22 SAS 001 – Bathimetry Report by ITN
Figure 6-4 SAS survey results at Gentala Arrasy Bridge

With a barge width of 300 ft, approximately 25 m, assuming the repose angle of the stacked
coal commodity is 37 degrees, a minimum clearance of 10 m is required at the highest tide or
flood position.
6.1.3 Dredging Requirement

As long as the results of a survey conducted by SAS using independent consultants outside the
scope of work currently being carried out by TES, it is found that there are several areas that
must be dredged or dredged if it is desired that barge operations along the Batanghari River
are not restricted due to weather or river tides.

Page 6-77
 Source: 22 SAS 001 – Bathimetry Report by ITN
Figure 6-5 Area Bathymetry Survey conducted by SAS

Based on the survey report 22 SAS 001 – Bathimetry Report conducted by ITN, it was found
that 677,000 cubic meters of dredging were required along the survey area with an average
dredging depth of around 1.5m.

Source: 22 SAS 001 – Bathimetry Report by ITN

Figure 6-6 Dredging volume throughout the Survey area

Page 6-78
 Considerations in Staging
6.2.1 Capacity of 10,000,000 tons per year Port Stage 1

Stockpile
Unlike the hauling road, this port facility only considers two stages, namely the first with a
capacity of 10,000,000 tons per year. The first capacity target is expected to only use manual
loading, namely by directly feeding the dump truck into the stockpile.
In order to achieve a production capacity of 10,000,000 tons per year, the initial criteria for
port facilities in Phase 1 are determined as follows:
Port description : Coal Terminal
Product : Coal
Density : 0.85 T/m3
Total moisture : 37.95 %
Final product size : -50 mm
Angle of repose : 37° (assumed)
Production capacity : 10.000.000 Tons
Stockpile capacity : 300.000 Tons
Operational day : 320 day/year (assumed)
Operating hour : 20 hours/day (assumed)
Dump Truck capacity : 30 tons
Dump trucks with a capacity of 30 tons carry coal commodities to the port area and are
immediately placed in the stockpile area. From this dump truck, coal is poured into the
stockpile and regulated by the dozer for the process of forming a coal stockpile so that the
stockpile area can reach 10 stockpiles with a capacity of 30,000 tons. The coal loading system
in this stockpile area is a manual system but if it is needed for the mixing or blending process
it can still be done because the stockpile area is quite large and the number of 10 small
stockpiles with a capacity of 30,000 tons can be blended with each other.

Page 6-79
 Figure 6-7 Operasional Stockpile
With the desired stockpile requirement of 300,000 tonnes, it is planned to have 10 separate
stockpiles with each stockpile capacity of 30,000 tonnes. Each 30,000 ton stockpile has hauling
access roads to each mound of the stockpile so that it can serve 10 types of commodities that
have different specifications.
This stockpile area is just flat land that has been paved in such a way as to be able to withstand
a total stockpile load of 300,000 tons and heavy equipment such as Dozers and Excavators
passing on it. Commodities transported using a 30 ton dump truck will be manually dumped
from the truck at the specified stockpile location. Dozers and excavators control the
commodities that have been spilled into the stockpile so that they can be easily reloaded and
so that each stockpile can reach a capacity of 30,000 tons. For each of these stockpiles, using
dozers and excavators in their settings, the height of the stockpile is around 6m so that the
area required for the stockpile is approximately 75 m in length and width respectively.

Page 6-80
 Figure 6-8 Stockpile Layout at Port
So that the stockpile area is not filled with water, either when it rains or gets wet due to the
transportation of commodities along the haul road, this stockpile area must be planned for a
good drainage system. This drainage channel will be accommodated in a settling pond first so
that it can be precipitated and the levels of contaminants reduced before being flowed back
to the Batanghari River area.
This stockpile area is not equipped with crushing facilities or automatic coal samplers and
metal catchers because all facilities at this port are planned to operate manually. The dust
suppression system is also not used in this stockpile area except for using a water truck when
needed to reduce dust that occurs due to the dumping process or the movement of heavy
equipment in the stockpile area.
If the coal commodity that has been regulated in this stockpile is to be loaded onto a barge,
an excavator or truck loader works to load this coal commodity from the stockpile into a dump
truck with a capacity of 30 tons. The process of feeding the coal commodity into the dump
truck is carried out in no more than 2 minutes so that the capacity per hour and per day to
per year can be achieved according to the target of 10,000,000 tons.
As for dunp trucks that come to the port area without being discharged into the stockpile first,
it is also possible that the dump trucks can go directly through the stockpile and continue to
carry this coal commodity to the barge via a manual jetty.
Port Area
Referring to the criteria, the SAS Coal Terminal Wharf service facility is 31,250 tons per day or
approximately 1,600 tons per hour. With the service capacity of the Port Wharf, the number
of Wharf trucks needed to berth ships so that there is no accumulation of dump trucks must

Page 6-81
be considered. If dump trucks buildup occur, the possibility of demurrage will be large and the
cost for this demurrage is very large.
With a capacity of 1600 tons per hour, a 30 ton dump truck is needed as many as 54 trips per
hour so that this capacity can be achieved. In other words, each dump truck only has a time
of maneuvering and dumping on the barge for 54 seconds. Based on field experience or you
could say the rule of thumb for manoeuvre and manual dumping time for dump trucks is 2.5
minutes or about 150 seconds, 3 dumping locations are needed at once in order to achieve a
capacity of 1600 tons per hour. This means that by using manual truck loading on the ship, it
takes 3 docks to reach a capacity of 1600 tons per hour.
Table 6-2 Wharf Requirements Analysis Stage 1
No Description Note

1 Barge capacity 7.500 tons (300ft)

2 Loading capacity 1.600 tons per hour
3 Operational hour 20 hours per day
4 Proses berthing and dis-berthing 2 hours
5 Shift change prosses 2 hours
6 Rule of Thumb for manual dumping 2,5 minutes
7 Number of wharf required 3 set
8 Wharf capacity 550 tons per hour
9 Maneuvering time and manual dumping at each wharf 3,3 minutes
10 Loading time (barge 300 ft) 14 hours
11 Number of barge 4,2 barges
12 Berthing Occupancy Ratio 75%

This port is planned to be equipped with two office areas to assist port services with a capacity
of 10,000,000 tons per year.

Figure 6-9 Manual Jetty

Page 6-82
In outloading activities or coal transportation using barges, it is planned that the pier design
will use a bridge or ramp bridge where dump trucks can directly pass through the bridge and
feed coal directly inside the barge. This bridge is hinged on land so that it can move according
to the height of the lip of the barge when it is empty where the draft of the ship will be low
while when it is fully loaded the draft of the barge will be deep. With this kind of movement,
the bridge is planned to be able to follow the changes in the level of the height of the barge
as well as when the ebb and flow of river water occurs so that in any condition the water level
in the wharf area, the barge can still be loaded as long as the barge does not run aground.
In managing coal that is spilled by dump trucks inside barges, there must be heavy equipment
such as excavators or dozers on board to push and regulate so that the barge capacity can be
loaded up to 7500 tons.
The three wharves which are planned for loading coal commodities onto barges work 24 hours
a day with a loading capacity of 550 tons per hour for each wharf. Each barge when berthing
must be assisted by a tug boat so that it can be maximized when it is berthing and can shorten
the time in the process of berthing and disberthing.
6.2.2 Capacity of 20,000,000 tons per year Port Stage 2

Fasilitas Incoming
This in-coming facility is a facility that is grouped for facilities that support coal terminal
operations in receiving coal from mines. The in-coming facilities are:

• Fasilitas Dump Hopper

The Dump Hopper facility is included in the in-coming facility because the dump hopper is the
facility that directly receives coal from the dump truck. This dump hopper facility because it
directly receives coal from the dump truck, the capacity of this dump hopper must be greater
than the capacity of the dump truck. Practically, what is commonly used to prevent the
buildup of dump truck queues when loading in the dump hopper area is that the capacity of
the dump hopper is made 1.25 times the capacity of the dump truck. In this feasibility study
the capacity of the dump hopper is 80 tons.

Page 6-83
 Figure 6-10 Dump Hopper

• Fasilitas Crusher and Tripper Conveyor

After the dump hopper will reduce the size of the coal by crushing it using a feeder breaker to
crush the coal to a size of -200 mm then it will be crushed again with a secondary crusher until
the size of the coal becomes -50 mm. After passing through these two facilities, the coal will
be stored in a coal stockpile using a tripper conveyor that can operate back and forth along
the stockpile area.

Page 6-84
 Figure 6-11 Crusher
This coal stockpile facility is made for a capacity of 120,000 tons by making four stockpiles
with tripper conveyor facilities above it so that the stockpile becomes 4 x 30,000 tons capacity.

Figure 6-12 Sketch stockpile and tripper conveyor

Page 6-85
 Figure 6-13 Tripper Conveyor and Stockpile facilities
Out-Going Facilities
At this coal terminal, the out-going facility is the conveyor belt which is located after the
crushed stockpile to the jetty facility where the coal barges dock. The capacity of this out-
going facility must be able to accommodate the maximum capacity of coal production in a
year, which is 20,000,000 tons of coal. With the assumption that the number of days in a year
for production is 320 days and the operational hours in a day are 20 hours, the number of
operations that can be used in one year is 6400 hours. With a production capacity of
10,000,000 tons of coal, the minimum capacity of the conveyor belt is 1,600 tons per hour.
This capacity is divided in half by the Out-going capacity in stage 1 where 10,000,000 tons will
be transported to barges manually, namely direct loading using dump trucks.
With a capacity of 10,000,000 tons per year that must be achieved by the conveyor belt in the
out-going system in phase 2, the operation of the coal terminal facility must consider the
possibility of demurrage so that it is hoped that the filling of coal barges can be carried out
quickly and does not take long to lean on the jetty facility. For this reason, in this feasibility
study, it will be assumed that the capacity of the covneyor belt is 2,000 tonnes per hour so
that coal can be loaded onto barges with a capacity of 8,000 DWT continuously within 4 hours.
This stockpile section will use surface reclaim feeders or onground feeders which are prepared
in 1 set for each stockpile so that there are 4 sets of On-ground Feeders installed in this out-
going facility with a maximum capacity of each of these onground feeders of 1,000 tons per
hour.
With this capacity, two sets of onground feeders are needed to work at once in order to
achieve the expected production capacity of 10,000,000 tons per year.

Page 6-86
 Figure 6-14 Onground Feeder at Coal Port

• Transfer Conveyor CV-11

This Conveyor Belt, as explained earlier, must be able to transport coal with a capacity of 2,000
tons per hour. This conveyor belt will carry coal out of the crushed stockpile with the desired
capacity and is equipped with a belt weigher to measure the carrying capacity of this conveyor
belt and to control coal leaving the coal terminal facility.
At the end of the conveyor belt will be equipped with a magnetic separator which functions
to remove metal materials that may be present in the pile of coal so that the coal that is
carried is free from material other than coal.
This conveyor belt is designed at a minimum with a belt width of 1200mm and other facilities
such as idlers are adjusted to this belt width. At each feeding point, the onground feeder is
equipped with a skirtboard on this CV-11 transfer conveyor belt. There are 4 locations for the
belt weigher that is placed on the conveyor belt, which is installed at each location after the
skirt board at the feeding point position of the onground feeder.
Most of the CV-11 transfer conveyors are designed with a ground module support structure
system which will make this conveyor belt more competitive because it does not require a
complex structure.

• Barge Loading Conveyor

The Barge loading conveyor is used to load coal onto barges with a capacity of 7,500 tons so
that it can be transported to the transhipment area which is about 200 km to the sea of Jambi.
The capacity of the Barge Loading Conveyor follows the CV-11 transfer conveyor, which is
2,000 tons per hour with a minimum belt width design of 1,200 mm and other facilities such
as idlers following the width of the belt.
The design of the Barge Loading Conveyor is fixed where in loading coal to the 7,500 DWT
barges it is only assisted by a rotary chute. Additional equipment using a rotary chute that can
rotate 360 degrees can help reach the barge area with a drop angle according to the height
of the drop height between the discharge chute and the barge surface of 7,500 DWT. The

Page 6-87
remaining area not covered by this rotary chute is the 7,500 DWT barge which will move back
and forth assisted by a tugboat as a guide for the movement of the barge.
Table 6-3 Wharf Requirements Analysis Stage 2
No Description Note

1 Barge capacity 7.500 tons (300ft)

2 Loading capacity 1.600 tons per hour (manual)
2.000 tons per hour(with conveyor)
3 Operational hour 20 hours per day
4 Proses berthing and dis-berthing 2 hours
5 Shift change prosses 2 hours
6 Rule of Thumb for manual dumping 2,5 minutes
Number of wharf required 3 Set Manual Jetty
7
1 Set Conveyor Jetty
Wharf capacity 550 tons per hour (Manual)
8
2000 tons per hour (Conveyor)
9 Maneuvering time and manual dumping at each wharf 3,3 minutes
10 Loading time (barge 300 ft) 14 hours
11 Number of barge 8,3 barges
12 Berthing Occupancy Ratio 75%

Calculation of Work Volume for Stage 1 and Stage 2

6.3.1 Port Work Volume Stage 1 with a capacity of 10,000,000 tons per year

The volume of work in phase 1 for port facilities only involves earthwork work as the majority
because the facilities in phase 1 are operated with a manual system only.
As for other work, additional works such as electrical work are counted as additional facilities
for lighting only. Likewise with mechanical work only being additional work such as fuel
supplies or fuel piled up in fuel tanks.
Other additional works include buildings such as offices, security offices, canteens, control
rooms, prayer rooms and others, including a weighbridge for the process of weighing trucks
entering the port area.
The main work of this port area is three piers which are equipped with harbor berthing
equipment such as rubber fenders for mooring and bresthing dolphin barges 7,500 DWT. Each
of these piers has the same facilities which are equipped with a ramp door to access the dump
truck bridge to enter the barge.
Stockpile areas with an outer area of more than 10 Ha are the main work, which includes
stockpiling and excavation work as well as stockpile and road pavements in the area including
the construction of drainage and settling ponds so that rainwater in the stockpile area can

Page 6-88
flow into the settling pond first and then into the river. as a control of acidity level before
being released back into nature.
This volume calculation was taken based on a study conducted by two other consultants who
had been involved in the same work before by making several unit price and volume
adjustments in several places.
Table 6-4 Port Work Volume Stage 1
DESCRIPTION UNIT QTY UNIT PRICE TOTAL COST RP

Pavement Rp 3.193.746.876

Stockpile Pavement - Type 1 Rp 1.392.724.018

Base course CBR 90% -200mm THK

only spreading and compacting to m3 9.826 Rp 47.840 Rp 470.104.544
design level
Sub-base CBR 35% - 200mm THK
only spreading and compacting to m3 9.86 Rp 47.840 Rp 470.104.544
design level
Subgrade preparation m2 49.133 Rp 9.210 Rp 452.514.930

Road Pavement -Type 2 Rp 1.645.334.460

Base course CBR 90% -100mm THK
only spreading and compacting to m3 6.983 Rp 47.840 Rp 334.066.720
design level
Sub-base CBR 35% - 200mm THK
only spreading and compacting to m3 13.966 Rp 47.840 Rp 668.133.440
design level
Subgrade preparation m2 69.830 Rp 9.210 Rp 643.134.300

Road Maintenance -Type 3 Rp 155.688.398

Sub-base CBR 35% - 200mm THK
only spreading and compacting to m3 1.658 Rp 47.840 Rp 79.328.288
design level

Subgrade preparation m2 8.291 Rp 9.210 Rp 76.360.110

Drainage Rp 951.628.007

Culvert Rp 841.228.007
Supply and installation of cross
culvert including supply of steel pipe
m' 67,50 Rp 3.606.070 Rp 243.409.725
dia 0.4m, soil excavate, compacted
backfill, bedding etc
Supply and installation of cross
culvert including supply of steel pipe
m' 19,80 Rp 2.309.840 Rp 45.734.832
dia 0.5m, soil excavate, compacted
backfill, bedding etc

Page 6-89
 DESCRIPTION UNIT QTY UNIT PRICE TOTAL COST RP

Supply and installation of cross

culvert including supply of steel pipe
m' 24,50 Rp 4.914.030 Rp 120.393.735
dia 0.8m, soil excavate, compacted
backfill, bedding etc
Supply and installation of cross
culvert including supply of steel pipe
m' 31,50 Rp 6.035.970 Rp 190.133.055
dia 0.9m, soil excavate, compacted
backfill, bedding etc
Supply and installation of cross
culvert including supply of steel pipe
m' 29,00 Rp 8.329.540 Rp 241.556.660
dia 1.0m, soil excavate, compacted
backfill, bedding etc
Settling Pond Rp 110.400.000
Clearing and grubbing for SP and at
underneath of the earth dam
m2 8.000 Rp 13.800 Rp 110.400.000
including hauling and dumping into
waste dump area

Earthwork Rp38.754.914.964

Site Clearance Rp 3.886.774.374

Clearing and grubbing including
hauling and dumping into waste m2 142.702 Rp 13.800 Rp 1.969.287.600
dump area
Stripping of top soil and remove
300mm THK under embankment
footprint includes allowance for m3 42.810 Rp 44.790 Rp 1.917.486.774
softspots removal, hauling and
dumping into stockpile area
Earthwork include earth bund and
Rp 34.868.140.590
earth drainage
Cut to fill including soil excavate,
win, haul, place, lay trim and
m3 125.694 Rp 54.250 Rp 6.818.899.500
compact 300mm thk to top of
embankment

Fill from borrow area m3 186.035 Rp 150.774 Rp 28.049.241.090

Others Rp 8.570.835.000

Dreging m3 29.900 Rp 286.650 Rp 8.570.835.000

TOTAL EARTHWORK AT PORT Rp51.471.124.847

WHARF JETTY

Wharf 1 Rp 7.803.648.970

Mooring, Breasting Dolphin and

Bridge

Page 6-90
 DESCRIPTION UNIT QTY UNIT PRICE TOTAL COST RP

Steel Pipe Pile

SPP 660, Thickness 20mm -

approximately 33m Long with m 528 Rp 6.313.345 Rp 3.333.445.949
minimum 25m embeded
Driving Pemancangan
SPP 660, Thickness 20mm -
approximately 33m Long with m 400 Rp 1.500.000 Rp 600.000.000
minimum 25m embeded
Welding Joint

SPP 660 joint 32 Rp 650.000 Rp 20.800.000

Cutting Pile and Steaking

SPP 660 m 16 Rp 650.000 Rp 10.400.000

Concrete K-350 infill SPP 660

(incl.concrete K350, formwork, m3 12,08 Rp 6.748.125 Rp 81.517.350
rebar, handling, instalation etc.)

Concrete K350, (incl. concrete

m3 73,92 Rp 2.702.700 Rp 199.783.584
material, formwork, rebar, etc)

Rebar (incl. overlapping, hook, etc.) kg 9.240 Rp 25.985 Rp 240.101.400

Walkway + Hand rail steel Pipe 2" kg 18.000 Rp 32.000 Rp 576.000.000

Bollard SP Dia 400mm, 9mm

ea 5,00 Rp12.000.000 Rp 60.000.000
thickness, minimum capacity 30 Ton

Bracing H Beam 200 kg 1.800 Rp 28.000 Rp 50.400.000

Ramp Door kg 8.500 Rp 32.000 Rp 272.000.000

Epoxy Painting for Steel Structure
m2 257,36 Rp 350.000 Rp 90.076.000
(Jotun)
Fender
Rubber Fender, Brand Trelleborg
Type Super Arch 600 Performance
ea 5,00 Rp146.000.000 Rp 730.000.000
E1.8 or Equivalent (incl. steel frame,
anchor bolts, etc)
Epoxy Painting for Steel Structure
m2 45 Rp 350.000 Rp 15.750.000
(Jotun)
Bridge

Spun Pile 600 Dia, approximately

25m Long (incl. material, handling, m 375 Rp 1.600.000 Rp 600.000.000
installation)

Precast panel 2000(W) x 500(T), incl.

nos 15 Rp 40.639.125 Rp 609.586.875
concrete K350, formwork, rebar,

Page 6-91
 DESCRIPTION UNIT QTY UNIT PRICE TOTAL COST RP

elastomeric bearing, handling,

instalation etc.)

Concrete Headstock, 1000(W) x

1200(T), incl. concrete K350, m3 36 Rp 6.748.125 Rp 242.932.500
formwork, rebar, etc.)

Approach slab ea 1 Rp 70.855.313 Rp 70.855.313

Wharf 2 Rp 7.803.648.970

Mooring, Breasting Dolphin and

Bridge
Steel Pipe Pile
SPP 660, Thickness 20mm -
approximately 33m Long with m 528 Rp 6.313.345 Rp 3.333.445.949
minimum 25m embeded
Driving Pemancangan
SPP 660, Thickness 20mm -
approximately 33m Long with m 400 Rp 1.500.000 Rp 600.000.000
minimum 25m embeded
Welding Joint

SPP 660 joint 32 Rp 650.000 Rp 20.800.000

Cutting Pile and Steaking

SPP 660 m 16 Rp 650.000 Rp 10.400.000

Concrete K-350 infill SPP 660
(incl.concrete K350, formwork, m3 12,08 Rp 6.748.125 Rp 81.517.350
rebar, handling, instalation etc.)

Concrete K350, (incl. concrete

m3 73,92 Rp 2.702.700 Rp 199.783.584
material, formwork, rebar, etc)

Rebar (incl. overlapping, hook, etc.) kg 9.240 Rp 25.985 Rp 240.101.400

Walkway + Hand rail steel Pipe 2" kg 18.000 Rp 32.000 Rp 576.000.000

Bollard SP Dia 400mm, 9mm

ea 5 Rp 12.000.000 Rp 60.000.000
thickness, minimum capacity 30 Ton

Bracing H Beam 200 kg 1.800 Rp 28.000 Rp 50.400.000

Ramp Door kg 8.500 Rp 32.000 Rp 272.000.000

Epoxy Painting for Steel Structure
m2 257,36 Rp 350.000 Rp 90.076.000
(Jotun)
Fender

Page 6-92
 DESCRIPTION UNIT QTY UNIT PRICE TOTAL COST RP

Rubber Fender, Brand Trelleborg

Type Super Arch 600 Performance
ea 5,00 Rp146.000.000 Rp 730.000.000
E1.8 or Equivalent (incl. steel frame,
anchor bolts, etc)
Epoxy Painting for Steel Structure
m2 45,00 Rp 350.000 Rp 15.750.000
(Jotun)

Bridge
Spun Pile 600 Dia, approximately
25m Long (incl. material, handling, m 375 Rp 1.600.000 Rp 600.000.000
installation)
Precast panel 2000(W) x 500(T), incl.
concrete K350, formwork, rebar,
nos 15 Rp 40.639.125 Rp 609.586.875
elastomeric bearing, handling,
instalation etc.)
Concrete Headstock, 1000(W) x
1200(T), incl. concrete K350, m3 36 Rp 6.748.125 Rp 242.932.500
formwork, rebar, etc.)
Approach slab ea 1 Rp 70.855.313 Rp 70.855.313

Wharf 3 Rp 7.803.648.970

Mooring, Breasting Dolphin and

Bridge
Steel Pipe Pile
SPP 660, Thickness 20mm -
approximately 33m Long with m 528 Rp 6.313.345 Rp 3.333.445.949
minimum 25m embeded
Driving Pemancangan
SPP 660, Thickness 20mm -
approximately 33m Long with m 400 Rp 1.500.000 Rp 600.000.000
minimum 25m embeded
Welding Joint

SPP 660 joint 32 Rp 650.000 Rp 20.800.000

Cutting Pile and Steaking

SPP 660 m 16 Rp 650.000 Rp 10.400.000

Concrete K-350 infill SPP 660
(incl.concrete K350, formwork, m3 12,08 Rp 6.748.125 Rp 81.517.350
rebar, handling, instalation etc.)

Concrete K350, (incl. concrete

m3 73,92 Rp 2.702.700 Rp 199.783.584
material, formwork, rebar, etc)

Rebar (incl. overlapping, hook, etc.) kg 9.240 Rp 25.985 Rp 240.101.400

Page 6-93
 DESCRIPTION UNIT QTY UNIT PRICE TOTAL COST RP

Walkway + Hand rail steel Pipe 2" kg 18.000 Rp 32.000 Rp 576.000.000

Bollard SP Dia 400mm, 9mm

ea 5 Rp 12.000.000 Rp 60.000.000
thickness, minimum capacity 30 Ton

Bracing H Beam 200 kg 1.800 Rp 28.000 Rp 50.400.000

Ramp Door kg 8.500 Rp 32.000 Rp 272.000.000

Epoxy Painting for Steel Structure
m2 257,36 Rp 350.000 Rp 90.076.000
(Jotun)
Fender
Rubber Fender, Brand Trelleborg
Type Super Arch 600 Performance
ea 5,00 Rp146.000.000 Rp 730.000.000
E1.8 or Equivalent (incl. steel frame,
anchor bolts, etc)

Epoxy Painting for Steel Structure

m2 45,00 Rp 350.000 Rp 15.750.000
(Jotun)

Bridge
Spun Pile 600 Dia, approximately
25m Long (incl. material, handling, m 375 Rp 1.600.000 Rp 600.000.000
installation)
Precast panel 2000(W) x 500(T), incl.
concrete K350, formwork, rebar,
nos 15 Rp 40.639.125 Rp 609.586.875
elastomeric bearing, handling,
instalation etc.)
Concrete Headstock, 1000(W) x
1200(T), incl. concrete K350, m3 36 Rp 6.748.125 Rp 242.932.500
formwork, rebar, etc.)

Approach slab ea 1 Rp 70.855.313 Rp 70.855.313

TOTAL WHARF JETTY Rp 23.410.946.911

SUPPORTING FACILITY

Fuel Storage Tank and Piping Rp 757.000.000

Tank foundation spun pile 25m x

12m include secondary containment m 300 Rp 1.000.000 Rp 300.000.000
and Oil water separator
Truck Unloading Pad m 60 Rp 1.000.000 Rp 60.000.000

Tank cap. 50,0000 l ea 2 Rp 85.000.000 Rp 170.000.000

Genset daily tank cap. 200 l include
ls 2 Rp 6.000.000 Rp 12.000.000
level control

Page 6-94
 DESCRIPTION UNIT QTY UNIT PRICE TOTAL COST RP

Field daily tank and Piping from

main tank, dispencer and ea 1 Rp 135.000.000 Rp 135.000.000
contaiment for heavy equipment
Pumps (Gear) panel and instrument ls 1 Rp 45.000.000 Rp 45.000.000

Incoming piping and header ls 1 Rp 35.000.000 Rp 35.000.000

Building Works Rp 2.362.712.913

Basecamp ls 1 Rp 628.744.500 Rp 628.744.500

Musholla ls 1 Rp 196.383.460 Rp 196.383.460

Security Post ls 1 Rp 135.382.800 Rp 135.382.800

Dining Room ls 1 Rp 357.821.120 Rp 357.821.120

Office ls 1 Rp 221.719.800 Rp 221.719.800

Control Room ls 1 Rp 694.463.633 Rp 694.463.633

Toilet ls 1 Rp 128.197.600 Rp 128.197.600

ElectricaL Rp 3.224.361.000

Diesel genset 350kVA, standby, Rp1.126.664.000 Rp 1.126.664.000

lot 1,00
280ekW, 50Hz, 400V
ATS Panel lot 1,00 Rp 465.000.000 Rp 465.000.000

Lighting pole, streetlight, 12m hot Rp 9.300.000 Rp 297.600.000

pcs 32,00
dip galvanized
400 W, 380V, 50 Hz Roadway Light Rp 13.044.800 Rp 456.568.000
ea 35,00

0.6/1kV, 4C x 25mm2 power cable Rp 177.480 Rp 709.920.000

m 4000
XLPE insulation, PVC sheathing
Panelboard 400A, 220/380V, Rp 55.800.000 Rp 55.800.000
unit 1,00
3phase, 4W, 50Hz, 22 branches
Panelboard 100A, 220/380V, Rp 23.560.000 Rp 70.680.000
unit 3,00
3phase, 4W, 50Hz, 12 branches
Lighting panelboard, 60A, 22 Rp 6.200.000 Rp 18.600.000
unit 3,00
branches
0.6/1kV, 4C x 35mm2 power cable Rp 235.290 Rp 23.529.000
m 100
XLPE insulation, PVC sheathing

Jembatan Timbang Rp 3.065.326.767

Weighbridge unit 1,00 Rp3.065.326.767 Rp 3.065.326.767

TOTAL SUPPORTING FACILITY Rp 9.409.400.680

GRAND TOTAL Rp 84.291.472.438

Contingency 10% RP. 8.429.147.244

Page 6-95
 DESCRIPTION UNIT QTY UNIT PRICE TOTAL COST RP

Total Cost Estimate Coal Terminal Stage 1 Rp 92.730.000.000

6.3.2 Port Work Volume Stage 2 with a capacity of 20,000,000 tons per year

For the port work in phase 2 it involves quite a large amount of mechanical electrical work
due to the need for a conveyor belt system as a coal crusher and coal stacker in the stockpile
area. This conveyor belt system is also used to load coal into barges with a capacity of 7500
DWT.
The addition of a set of barge berths with a capacity of 7500 DWT which is used for the loading
process using a conveyor belt system is an additional facility in stage 2 while for the stockpile
area the addition of conveyor belt system equipment is only being carried out.
In the process of feeding the conveyor belt system, ramp access is added for the 2 x 60 ton
double trailer truck as additional civil work in phase 2.
Table 6-5 Port Work Volume Stage 2

DESCRIPTION UNIT QTY UNIT PRICE TOTAL COST RP

Site Clearance 289.575.000

Clearing and grubbing sq m 17.550 7.500,0 131.625.000

Stripping of top soil and remove 300mm

under embankment footprint and stockpile, cum 5.265 30.000 157.950.000
includes allowance for softspots removal

Embankment 14.742.000.000

Fill with imported material to embankments cum 140.400 105.000 14.742.000.000

Earthwork for Ramp at Port 5.015.689.016

Clearing and grubbing sqm 35.251 7.500,0 264.383.625

Stripping of top soil and remove 300mm

under embankment footprint and stockpile, cum 10.575 30.000 317.260.350
includes allowance for softspots removal

Fill with imported material to embankments

cum 19.350 105.000 2.031.750.000
in clude to fill under existing ground

Lay trim & compact 250mm x top 500 to

sq m 9.895 8.400 83.119.260
embankments

Base, capping layer, CBR 80 including win

cum 2.474 487.500 1.205.971.406
material, haul and place - 250mm thk

Page 6-96
 DESCRIPTION UNIT QTY UNIT PRICE TOTAL COST RP

Sub-base, capping layer, CBR 30 including

win material from selected cuttings or
cum 4.948 225.000 1.113.204.375
stockpiles, process, haul and place - 500mm
Thick
Drainage 383.129.400

Earth drainage - unsealed - Trapezoid Type m 460

Clearing and grubbing sqm 1.000 7.500,0 7.500.000

Excavation cum 284 45.000 12.780.000

Clay lined cum 245 150.000 36.750.000

Lay trim & compact sqm 1.200 8.400 10.080.000

Earth drainage - unsealed - V drain m 824 316.019.400

Clearing and grubbing sqm -

Excavation cum 2.800 45.000 126.000.000

Clay lined cum 758 150.000 113.700.000

Lay trim & compact sqm 3.700 8.400 31.080.000

U-Drain - Concrete Lining

Clearing and grubbing sqm -

Excavation cum 18 45.000 810.000

Concrete lined cum 9 4.875.000 43.875.000

Lay trim & compact sqm 66 8.400 554.400

Culvert

RCP culvert- 600mm dia m 90 4.875.000 438.750.000

Sub Total 1 20.430.393.416

300ft Barge Berthing Facility

Marine Structural Work

Concrete Works

Berhing dolphin m3 210,54 1.875.000 394.762.500

Mooring dolphin m3 105,27 1.875.000 197.381.250

Steel rebar kg 63162 15.000,0 947.430.000

Formwork m2 332,79 41.700,0 13.877.343

Piling Work

Steel Pipe Pile dia. 812.8mm - 14mm thk m' 1040 6.000.000 6.240.000.000

Page 6-97
 DESCRIPTION UNIT QTY UNIT PRICE TOTAL COST RP

Driving Pile m' 910 208.500 189.735.000

Pile testing nos 3 6.000.000 18.000.000

Marine accessories

Fender nos 6 450.000.000 2.700.000.000

Fender frame and fender pad

Bollard nos 6 37.500.000 225.000.000

Walkways kg 50000 37.500 1.875.000.000

Accessories 10% from fender rubber +

Ls 1 292.500.000 292.500.000
fender frame+ fender pad

Sub Total 2 13.093.686.093

Dump Hopper DH 01

ME and Structure Work 2.200.000.000

Civil Work , 1.835.625.000

Concrete Works

Retaining Wall and Dump Hopper Slab m3 215 4.875.000 1.048.125.000

Pilling

PC Spun pile dia. 600mm m' 420 1.875.000 787.500.000

Sub Total 3 4.035.625.000

Feeder Breaker FB 01 4.500.000.000

Civil Work 85.335.000

Trestle #4 5.6m high m3 1,82 4.875.000 8.872.500

Trestle #3 5.6m high, 2 piles m' 40 1.875.000 75.000.000

Pedestal - 0.5x0.5x0.2m, 6 pcs m3 0,3 4.875.000 1.462.500

Sub Total 4 4.585.335.000

Transfer Conveyor CV-01

ME and Structure Work 2.240.000.000

Civil Work 646.275.000

Transfer tower and gravity take up slab foundation

Slab, TT&TU - 12x12.5m2 tower m3 101,5 4.875.000 494.812.500

Pedestal - 0.5x0.5x0.2m, 6 pcs m3 0,3 4.875.000 1.462.500

Page 6-98
 DESCRIPTION UNIT QTY UNIT PRICE TOTAL COST RP

Piling works

Trestle #2 2.0m high m' 40 1.875.000 75.000.000

Trestle #3 5.6m high, 2 piles m' 40 1.875.000 75.000.000

Sub Total 5 2.886.275.000

Crushing Station 01

Secondary Crusher set 1 1.900.000.000 1.900.000.000

Roller Screen set 1 1.900.000.000 1.900.000.000

Crushing Station - 12x12.5m2 tower,
tonne 150 37.500.000 5.625.000.000
18.7 m high
Slab, Crushing station - 12x12.5m2
m3 100 4.875.000 487.500.000
tower
Pedestal - 0.5x0.5x0.2m, 6 pcs m3 0,3 4.875.000 1.462.500

Sub Total 6 9.913.962.500

Stacking Conveyor CV-02

ME and Structure Work 373.333

Civil Work 4.164.922.500

Transfer tower and gravity takeup foundation

GTU - 6x6m2 tower, 17.4 m high m3 32 4.875.000 156.000.000

End tower - 4x4m2 tower, 23.8 m high m3 14,4 4.875.000 70.200.000

Stockpile trestle - 13pcs m3 392,6 4.875.000 1.913.925.000

Trestle foundation

Stockpile trestle pilcap m3 65 4.875.000 316.875.000

Trestle #1 - 3.2m high m3 1,55 4.875.000 7.556.250

Trestle #2 - 9.7m high m3 6 4.875.000 29.250.000

Trestle #3 - 21m high m3 9,87 4.875.000 48.116.250

Piling works

Stockpile trestle m' 416 3.000.000 1.248.000.000

Trestle #1 - 3.2m high m' 40 1.875.000 75.000.000

Trestle #2 - 9.7m high m' 80 1.875.000 150.000.000

Trestle #3 - 21m high m' 80 1.875.000 150.000.000

Sub Total 7 4.165.295.833

Page 6-99
 DESCRIPTION UNIT QTY UNIT PRICE TOTAL COST RP

Reclaim Conveyor RC 10, RC11, RC 12, RC 13

Mechanical Work 2.050.000.000

Civil Work 2.601.775.000

Concrete WorkS
Transfer tower and gravity takeup
m3 50 4.875.000 243.750.000
foundation
Trestle foundation m3 30 4.875.000 146.250.000

Piling works m' 200 1.875.000 375.000.000

Tunnel 918.387.500

Tunnel m3 146 4.875.000 712.887.500

Piling works

Piling below tunnel @3m m' 109,6 1.875.000 205.500.000

Sub Total 8 4.651.775.000

4 Units Reclaim Conveyor RC 10/11/12/13 18.607.100.000

Transfer Conveyor from stockpile CV-11

ME and Structure Work 3.120.000.000

Civil Work 646.275.000

Transfer tower and gravity take up slab foundation

Slab, TT&TU - 12x12.5m2 tower m3 101,5 4.875.000 494.812.500

Pedestal - 0.5x0.5x0.2m, 6 pcs m3 0,3 4.875.000 1.462.500

Piling works

Trestle #2 2.0m high m' 40 1.875.000 75.000.000

Trestle #3 5.6m high, 2 piles m' 40 1.875.000 75.000.000

Sub Total 9 3.766.275.000

Barge Loading Conveyor CV-204 and CV-205

Mechanical WorkS 9.700.000.000

Civil Work 1.230.000.000

Concrete Works Gravity TU and Drive foundation 153.000.000

Trestle foundation Ground Module and trestle 102.000.000

Piling works GTU and Trestle works 975.000.000

Page 6-100
 DESCRIPTION UNIT QTY UNIT PRICE TOTAL COST RP

Sub Total 10 10.930.000.000

Additional Equipment

Coal Sampler set 1 1.200.000.000 1.200.000.000

Magnetic Separator set 1 1.399.995.000 1.399.995.000

Metal Detector set 1 600.000.000 600.000.000

Belt Scale set 1 1.000.005.000 1.000.005.000

Truck Scale set 1 405.000.000 405.000.000

Sub Total 11 4.604.950.000

Services

Fuel Tank 100,000 litres and pipe lines set 1 1.800.000.000 1.800.000.000

Generator set 1 12.000.000.000 12.000.000.000

Dust Suppression and Fire Protection set 1 1.500.000.000 1.500.000.000

Sub Total 12 15.299.950.000

Grand Total 112.318.847.843

Contingency 10% 11.231.884.784

Total Cost Estimate Coal Terminal Stage 2

123.600.000.000

Calculation of Estimated Construction and Operational Costs for Stage-1 & Stage-2
6.4.1 Calculation of Port Operational Cost Stage 1

Based on volume calculations for stage 1 and 2, the capital cost for the development of the
two stages is 92,730,000,000 rupiah in stage 1 while for stage 2 is 123,600,000,000. These two
capital costs will be the basis for calculating the operational costs of port facilities including
periodic maintenance costs for each of these facilities.
For the calculation of operational costs for stage 1 and stage 2 port facilities, several
approaches are used, such as maintenance costs for these port facilities, an assumption of a
percentage of capital costs will be taken taking into account operating hours and the life time
of the equipment and facilities.
Assumptions are also taken in the operation of heavy equipment where the approach taken
is in accordance with similar works that have been carried out by Tripod as a competent
professional consultant in the field of mining infrastructure. The assumption for dozer fuel

Page 6-101
consumption for one hour of operation is 125 liters while for excavators it is assumed that
200 liters of fuel consumption for one hour of operation.
Table 6-6 Stage 1 Port Facility Operational Costs
Cost Capex Value Total Cost Life OPEX
No Areas / Equipment Qty
Description in US$ in US$ (hrs) US$/ton
1 Pavement Liners 212.916 1,0 56.206,66 15.000 0,006

3 Drainage Liners 63.442 1,0 609,04 15.000 0,000

4 Earthwork Liners 2.583.661 1,0 72.803,15 15.000 0,007
5 Others Maint & electr 571.389 1,0 254.742,67 50.000 0,025
6 Wharf 1 Maint & electr 520.243 1,0 187.297,17 50.000 0,019
7 Wharf 2 Maint & electr 520.243 1,0 187.297,17 50.000 0,019
8 Wharf 3 Maint & electr 520.243 1,0 99.297,17 50.000 0,010
9 Fuel Storage Tank
Maint & electr 50.467 1,0 145,34 50.000 0,000
and Piping
10 Building Works Maint & electr 157.514 1,0 97.556,07 50.000 0,010
11 Electrical Maint & electr 214.957 1,0 619,08 50.000 0,000
12 Jembatan Timbang Maint & electr 204.355 1,0 59.788,54 50.000 0,006
13 Maint, fuel &
Dozer DT 7 4,0 11.923.077 - 1,192
tyre
14 Maint, fuel &
Excavator PC 320 1,0 4.200.000 - 0,420
tyre
15 30T Dump Truck Maint, fuel &
8.625.000 - 0,863
tyre
16 Services & Instr Electr 1.404.858 1,0 925.814 - 0,093
17 Genset overhaul Electr 1,0 320.000 50.000 0,032
18 Operational Labour
Labour 1,0 168.750,00 - 0,017
Cost
USD 2,72
Operasional Cost (USD / Ton)
(RP 40.768)

6.4.2 Calculation of Port Operational Cost Stage 2

The same assumptions used in stage 1 are also used in stage 2, such as the approximate price
for operating equipment working at the coal facility. In addition to stage 1, in stage 2 the cost
of electricity for the use of generators or PLN is assumed to be USD 0.25 per kWh used in
operational calculations for the conveyor belt system that works.

Page 6-102
Table 6-7 Stage 2 Port Facility Operational Costs
Cost Capex Value Total Cost in OPEX
No Areas/Equipment Qty Life (hrs)
Description in US$ US$ US$ /ton

1 Pavement Liners 212.916 1,0 56.207 15.000 0,003

3 Drainage Liners 63.442 1,0 609 15.000 0,000

4 Earthwork Liners 2.583.661 1,0 72.803 15.000 0,004

5 Others Maint & electr 571.389 1,0 372.343 50.000 0,019

6 Wharf 1 Maint & electr 520.243 1,0 187.298 50.000 0,009

7 Wharf 2 Maint & electr 520.243 1,0 187.297 50.000 0,009

8 Wharf 3 Maint & electr 520.243 1,0 99.297 50.000 0,005

Fuel Storage Tank

9 Maint & electr 50.467 1,0 146 50.000 0,000
and Piping
10 Building Works Maint & electr 157.514 1,0 97.556 50.000 0,005

11 Electrical Maint & electr 214.957 1,0 619 50.000 0,000

12 Jembatan Timbang Maint & electr 204.355 1,0 120.589 50.000 0,006
300ft Barge
13 Maint & electr 872.912 1,0 122.514 50.000 0,006
Berthing Facility
Dump Hopper DH
14 Maint & electr 269.042 1,0 88.775 50.000 0,004
01
Feeder Breaker FB
15 Maint & electr 305.689 1,0 176.880 50.000 0,009
01
Transfer Conveyor
16 Maint & electr 192.418 1,0 88.554 50.000 0,004
CV-01
17 Crushing Station 01 Maint & electr 660.931 1,0 213.103 50.000 0,011
Stacking Conveyor
18 Maint & electr 277.686 1,0 296.799 50.000 0,015
CV-02
Reclaim Conveyor
19 RC 10, RC11, RC 12, Maint & electr 1.240.473 1,0 75.572 50.000 0,004
RC 13
Transfer Conveyor
20 from stockpile CV- Maint & electr 251.085 1,0 176.723 50.000 0,009
11
Barge Loading
21 Conveyor CV-204 Maint & electr 728.667 1,0 354.098 50.000 0,018
and CV-205
Additional
22 Maint & electr 306.997 1,0 88.884 50.000 0,004
Equipment
23 Services Maint & electr 1.019.997 1,0 74.938 50.000 0,004
Dozer DT 7 / Loader
24 Maint, fuel & tyre 5,0 22.596.154 - 1,130
WA500

Page 6-103
 Cost Capex Value Total Cost in OPEX
No Areas/Equipment Qty Life (hrs)
Description in US$ US$ US$ /ton
25 Excavator PC 320 Maint, fuel & tyre 2,0 5.400.000 - 0,270
15,
28 30T Dump Truck Maint, fuel & tyre 11.625.000 - 0,581
0
26 Services & Instr Electr 1.404.858 1,0 797.414 - 0,040

27 Genset overhaul Electr 1,0 320.000 50.000 0,016

Operational Labour
28 Labour 1,0 281.250 - 0,014
Cost
USD 2,20
Operasional Cost (USD / Ton)
(RP 32.980)

Page 6-104
CHAPTER 7
Economic Analysis
Purpose of Economic Analysis
Economic analysis is carried out with the aim of obtaining a comprehensive picture of the
economic aspects of the project which include the following:

 Assess the economic feasibility of the project using methods commonly used for this
purpose such as NPV (Net Present Value), IRR (Internal Rate of Return) and PBR
(Payback Ratio).

 Perform cash flow analysis to obtain a comprehensive picture of the project's cash
flow both during the construction phase and later during the operation stage as well
as to identify the possibility of bridging financing during a cash flow deficit period.

 Prepare a Budget Planning in the form of a cost requirement plan consisting of own
funds (equity) as well as external financing (bank loans) required for the construction
and operation of the project including the need for bridging financing to cover cash
flow deficits.

 Perform sensitivity to important project variables such as Hauling Road Charges &
Construction Costs and see their impact on the project's economic feasibility and
budget planning.

 Obtain an accurate picture of the project's ability to bear loan obligations (debt service
capacity) and prepare a bankable Term Sheet for applying for loan facilities to banks.

 The implementation of the aforementioned matters uses assumptions and variables

that are commonly used in financial markets so that the recommendations and
conclusions in this Feasibility Study can increase the level of confidence of investors
and banks in the economic feasibility of the project.

 Identify the Critical Success Factors (CSF) related to the Economic Attractiveness of
the project for users (Users) as well as business schemes that can be used to bind
Users so as to increase the level of investor & banking confidence in the economic
viability of the project.

Understanding of the Economic Value of the Project

Technically the description of the project to be built is in the form of material handling
infrastructure consisting of hauling roads and port facilities that will connect the coal mine
with the port. Thus, the project to be built has economic value, especially for coal mining
companies that need facilities like this as a bridge to monetize their coal reserves. Therefore,
as long as this project can offer competitive Hauling Road Charges compared to other
available alternatives, the project will get a very valuable natural captive market to support

Page 7-105
the economic feasibility of the project because it will guarantee optimal utilization of the
material handling infrastructure built.
Assumptions and Variables used
Macroeconomic Assumptions
Table 7-1 Macroeconomic Assumptions

year year
Period 5 2023 2028
Inflation 3,6% Debt / Equity Ratio
Economic Growth 5% Debt 70%
US$ / Rp 14.800 Equity 30%

Coal Price $ 200,00 ROE multiply Debt 300%

Rp Loan Interest Mandiri BCA WACC proportion Debt 8,8%

Investment 9,0% 8,5% 8,8% Equity 26,3%
Working Cap 8,5% 9,5%
WACC 14,0%
US$ Loan Interest Mandiri BCA
Investment 4,0% 4,25%
Working Cap 3,75% 3,0%

The macro assumptions used in the economic analysis of this project are in accordance with
best practices commonly used by both investors and banks with reference to official
documents such as the draft state budget as well as research and publications from other
credible institutions.
Important Project Variables
Table 7-2 Variables in Financial Analysis
Operational Road / Port
No Description Construction Cost
Cost Charged
1 Hauling Road Capacity Facility
(ton)
Stage 1 10.000.000 29.5km Rp. 338.700.000.000 Rp. 399.7 Rp. 800
Stage 2 20.000.000 27.3 Rp. 483.500.000.000 Rp. 304 Rp. 800
Stage 3 20.000.000 52.7 Rp. 794.900.000.000 Rp. 342.43 Rp. 800

2 Port
Stage 1 10.000.000 3 manual jetty Rp. 92.730.000.000 Rp. 40.768 Rp. 45.000
Stage 2 20.000.000 + conveyor Rp. 123.600.000.000 Rp. 32.980 Rp. 45.000
jetty

3 ISP
Stage 1 10.000.000 10 Ha Rp. 18.756.000.000 Rp. 26.700 Rp. 30.000
Stage 2 20.000.000 10 Ha Rp. 18.756.000.000 Rp. 25.350 Rp. 30.000

Project variables in the form of design, output capacity and construction stages are obtained
from the technical analysis that has been carried out previously. While Hauling Road Charges
use price assumptions which are seen as competitive based on comparisons with other
equivalent facilities.

Page 7-106
Construction Stages & Construction Cost Allocation
Table 7-3 Construction Stages and Costs
(In Rp. 000.000,-)
2023 2024 2025 2026
Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3

Phase I
Hauling Road 313.000 172.150 109.550 23.475 7.825
Port 92.730 51.002 32.456 6.955 2.318
Total Phase I 405.730 223.152 142.006 30.430 10.143
365.157 40.573
Phase II
Hauling Road 442.215 243.219 154.775 33.166 11.055
Port 123.600 67.980 43.260 9.270 3.090
Total Phase II 565.815 311.199 198.035 42.436 14.145
509.234 56.582
Phase III
Hauling Road 754.701 415.085 264.145 56.603 18.868
Port
Total Phase III 754.701 415.085 264.145 56.603 18.868
679.231 75.470
Requirement of Fund 55% 35% 7,5% 2,5% 55% 35% 8% 3% 55% 35% 7,5% 2,5%

The stages of construction and cost allocation are also made based on the technical analysis
that has been done before. The phasing of construction work is carried out with the main
consideration so that the project can operate more quickly to generate income in the form of
parallel cash flow with construction work at later project stages. In addition, through the
phasing of construction work, other economic benefits will also be obtained in the form of
spreading the cost of construction over a longer period so that it can reduce the burden of
providing the necessary funding, both in the form of equity and bank loans at the same time.
In addition, through this phase, efficiency will also be obtained in the cost of funds (interest)
for bank loan facilities.
Based on this construction stage, the project operation phase will be carried out as follows.
Operation Stages
Table 7-4 Operation Stages

(In .000 TPA)

20.000 TPA - 109,2 KM
TAHAP
STAGE3 3
20.000 TPA - 56,5 KM
TAHAP
STAGE2 2
10.000 TPA - 29,3 KM
STAGE1 1
TAHAP

1 2 3 4 5 6
2023 2024 2025 2026 2027 2028

Page 7-107
Loan Facility Scheme & Variable
Table 7-5 Loan Facility Scheme & Variable

(In Rp.000.000,-)
STAGE 1 STAGE 2 STAGE 3 TOTAL
Construction Cost 450.186 607.100 794.900 1.852.186

Debt Portion 70% 315.130 424.970 556.430 1.296.530

Equity Portion 30% 135.056 182.130 238.470 555.656

Installment Quarterly 39.391 35.414 46.369

Interest Rate 9,00%

Grace Period 1 years
Debt Installment 3 Years
Debt Maturity 5 years

Loan Schedule
Table 7-6 Loan Schedule

(In Rp.000.000,-)
Loan Facility Total Loan First Quarterly Installment
Outstanding Drawdown Installment Payment
Loan 1 315.130 Q-3 - 2023 39.391 8x
Loan 2 424.970 Q-3 – 2024 35.414 12x
Loan 3 556.430 Q-3 - 2025 46.369 12x

Adjusted to the stages of construction, a bank loan facility will ideally have 3 loan drawdown
stages with their respective loan principal repayment schedules. The term of the bank loan
facility is 5 years including a 12 month grace period. Repayment of the loan principal will be
made through quarterly installment payments for 4 years. Meanwhile, loan interest payments
will be made on the same schedule as the loan principal repayment schedule.
Therefore, with a pattern of loan withdrawals and loan principal payments like this, the debit
balance for loan facilities (loan outstanding) and loan interest payments will have the same
pattern as shown in the following chart:

Page 7-108
Tabel 7-7 Loan Schedule
INTEREST PAYMENT (RP. 000,-) LOAN OUTSTANDING
25.000,00
(RP. 000,-)
800.000
Q4-25; 20.979,49
20.000,00 700.000 Q4-25; 699.316
600.000
15.000,00
500.000
Axis Title

400.000
10.000,00 Series1
300.000

5.000,00 200.000
100.000
Q2-28; (0,00) Q2-28; (0,00)
- -

Q 3 -2 3
Q 4 -2 3
Q 1 -2 4
Q 2 -2 4
Q 3 -2 4
Q 4 -2 4
Q 1 -2 5
Q 2 -2 5
Q 3 -2 5
Q 4 -2 5
Q 1 -2 6
Q 2 -2 6
Q 3 -2 6
Q 4 -2 6
Q 1 -2 7
Q 2 -2 7
Q 3 -2 7
Q 4 -2 7
Q 1 -2 8
Q 2 -2 8
(100.000)
23

24

24

25

25

26

26

27

27

28
3-

1-

3-

1-

3-

1-

3-

1-

3-

1-
(5.000,00)
Q

Cashflow Analysis
In addition to the economic feasibility analysis of the project, it is important to carry out a
cash flow analysis to obtain a comprehensive picture of the projected cash flow projection
both at the construction stage and later during the operation stage. Through this analysis,
budget planning can be carried out in more detail and accurately, including the possibility of
the need for bridging financing during a cash flow deficit period. In addition, through this
analysis, it can also be seen that the project's ability to debt servicing capacity in the form of
payment of the cost of interest and loan principal.

Cashflow Projection (Base Case Scenario)

Table 7-8 Cashflow Projection
(in Rp. 000.000,-)
(In
(in Rp.000.000,-)
Rp. 000.000,-) 1 2 3 4 5 6
2023
1 2024
2 2025
3 2026
4 2027
5 2028
6
1 2 3 4 5 6
2023
(2023) 2024
(2024) 2025
(2025) 2026
(2026) 2027
(2027) 2028
(2028)
Revenue
Revenue
Hauling Road
Revenue - 118.000 572.400 1.330.400 1.752.000 1.752.000
Hauling Road
Port Hauling
Hauling
Port Road -- 375.000
118.000 1.125.000
572.400 1.500.000
1.330.400 1.500.000
1.752.000 1.500.000
1.752.000
Total Revenue - 493.000 1.697.400 2.830.400 3.252.000 3.252.000
Port Hauling
Total Revenue - 375.000 1.125.000 1.500.000 1.500.000 1.500.000
Total Revenue - 493.000 1.697.400 2.830.400 3.252.000 3.252.000
Operational Cost
Operational Cost
Hauling - 58.956 231.628 547.633 749.922 749.922
Hauling Road Cost
Operational
Port
Port - 291.650 874.950 1.166.600 1.166.600 1.166.600
Hauling
TotalOperational
OperationalCost
Cost -- 58.956
350.606 231.628
1.106.578 547.633
1.714.233 749.922
1.916.522 749.922
1.916.522
Total
Port - 291.650 874.950 1.166.600 1.166.600 1.166.600
Total Operational
Operational
Operational Cost
Margin
Margin - 350.606
142.394 1.106.578
590.822 1.714.233
1.116.167 1.916.522
1.335.478 1.916.522
1.335.478

Overhead Margin
Operational
Overhead 4.000- 24.000
142.394 24.000
590.822 24.000
1.116.167 24.000
1.335.478 24.000
1.335.478

EBITDA= =FCFF
EBITDA
Overhead FCFF (4.000)
4.000 118.394
24.000 566.822
24.000 1.092.167
24.000 1.311.478
24.000 1.311.478
24.000

LoanInterest
Loan Interest
EBITDA = FCFF 13.708
(4.000) 49.333
118.394 68.130
566.822 57.371
1.092.167 20.537
1.311.478 1.391
1.311.478

EBT
EBT (17.708) 69.061 498.692 1.034.797 1.290.941 1.310.087
Loan Interest 13.708 49.333 68.130 57.371 20.537 1.391
Tax Provision 15.193 109.712 227.655 284.007 288.219
EBT (17.708) 69.061 498.692 1.034.797 1.290.941 1.310.087
Net Income (17.708) 53.868 388.980 807.141 1.006.934 1.021.868
Tax Provision 15.193 109.712 227.655 284.007 Page 7-109
288.219
Loan Principal Repayment - 149.611 391.960 405.916 256.305 92.738
Net Income (17.708) 53.868 388.980 807.141 1.006.934 1.021.868
FCFE (17.708) (95.743) (2.980) 401.225 750.629 929.130
 EBITDA = FCFF (4.000) 118.394 566.822 1.092.167 1.311.478 1.311.478

Loan Interest 13.708 49.333 68.130 57.371 20.537 1.391

EBT (17.708) 69.061 498.692 1.034.797 1.290.941 1.310.087

Tax
TaxProvision
Provision 15.193 109.712 227.655 284.007 288.219

Net
NetIncome
Income (17.708) 53.868 388.980 807.141 1.006.934 1.021.868

Loan
LoanPrinciple
PrincipalRepayment
Repayment - 149.611 391.960 405.916 256.305 92.738

FCFE
FCFE (17.708) (95.743) (2.980) 401.225 750.629 929.130

Bridging
Bridging 20.000 100.000 -

Ending
EndingCash
Cash 2.292 6.549 3.569 404.794 1.155.423 2.084.553

The cashlow projection shown here is for the base case scenario with Hauling Road Charges
Rp. 800/Ton-Km. In this scenario, the project can complete the loan facility obligations and
generate a net income ratio starting from 11% in 2024 which continues to increase to 31% in
2028. However, to achieve this, bridging financing of IDR 120 billion is needed over 2 years
starting from 2023 to 2024.
Furthermore, to obtain a more precise picture of the project's cash flow projections in several
scenarios of the Hauling Road Charges price level, a sensitivity analysis is carried out with the
following results:
Sensitivity Analysis – Cashflow
Table 7-9 Sensitivity Analysis - Percentage

(In Rp.000.000,-)
Average Average Average Cashflow Bridging
Period (2023 0 2028)
EBITDA EBT NET INC. Bridging Period
Hauling Road Charge

700 RP/ Ton-km 617.623 582.545 453.736 190.000 2023 - 2025

800 RP/Ton-km 732.723 697.645 543.514 120.000 2023 - 2024

900 RP/Ton-km 847.823 812.745 633.292 105.000 2023 - 2024

1000 RP/Ton-km 962.923 927.845 672.488 100.000 2023 - 2024

Hauling Road Charge

Incremental From 800 to 900 Incremental EBITDA Incremental EBT Incremental Net Inc.

14% 19% 20% 20%

Incremental from 800 to 900

25% 31% 33% 24%

Page 7-110
It can be seen from this analysis that the project's ability to generate cash flow as measured
by the ratio of EBITDA, EBT and Net Income has a higher sensitivity than Hauling Road Charges
because with the increase in charges from Rp. 800/Ton-km to Rp. 900/Ton-km or 14% will get
a higher increase in EBITDA, EBT & Net Income between 19% - 20%.

Sensitivity Chart
1.200.000

1.000.000
800.000
600.000
400.000
200.000
-
IDR. Ton-
RP/Ton- IDR. Ton-
RP/Ton- IDR. Ton-
RP/Ton- IDR. Ton-
RP/Ton-
KMKM KMKM KMKM KM KM

700 800 900 1000

AVERAGE EBITDA AVERAGE EBT AVERAGE NET INC. CASHFLOW BRIDGING

Figure 7-1 Sensitivity Chart

Budget Planning
Table 7-10 Budget Planning

(In Rp.000.000,-)
TAHAP 1 TAHAP 2 TAHAP 3 TOTAL
Construction Cost

Debt Portion 70% 315.130 424.970 556.430 1.296.530

Equity Portion 30% 135.056 182.130 238.470 555.656

Bridging Financing 100.000

In order for the implementation of the project from the construction stage to operation to
run smoothly without any obstacles in accordance with the base case scenario, the project
sponsor must prepare a funding requirement of Rp. 555.7 billion in equity to support financing
from a bank loan of Rp. 1,296.5 billion plus Rp. 100 billion bridging financing to cover the cash
flow deficit.
Economic Feasibility Analysis
Table 7-11 Economic Feasibility Analysis

(In Rp.000.000,-)
1 2 3 4 5 6
(2023) (2024) (2025) (2026) (2027) (2028)
CASHOUT
Project (405.167) (591.409) (776.120) (79.490)
Investment

CASH IN
EBITDA (4.000) 118.394 566.822 1.092.167 1.131.478 1.311.478

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 NET CASH (409.167) (473.014) (209.298) 1.012.577 1.311.478 1.311.478

NPV Rp.1.014.060

IRR 45%

Payback 4 years

According to the base case scenario, the project can achieve its economic feasibility with an
NPV of IDR 878.3 billion, an IRR of 43% and a payback period of 5 years.
Furthermore, to see the feasibility of the project using different Hauling Road Charges
scenarios, a sensitivity analysis was carried out with the following results:
Table 7-12 NPV with Sensitivity

(In Rp.000.000,-)
PAYBACK
(Period 2023 – 2028) NPV IRR
PERIOD
700 RP/Ton-KM 642.439 35% 6

800 RP/Ton-KM 1.014.061 45% 4

900 RP/Ton-KM 1.385.683 54% 3

1000 RP/Ton-KM 1.757.305 63% 3

It can be seen from this analysis that the project's ability to generate returns as measured by
NPV and IRR and PB has a higher level of sensitivity than Hauling Road Charges because with
the increase in charges from Rp. 800/Ton-km to Rp. 900/Ton-km or 14% will get an increase
in NPV of 73%, IRR of 33% and a faster payback period of 30%. Meanwhile, the increase in
charges from Rp. 800/Ton-km to Rp. 1,000/ton-km or 25%, the rate of increase is even higher
where the NPV has increased by 147%, the IRR has increased by 68% and the payback period
is 47% faster.
Table 7-13 Chart of NPV & IRR Sensitivity

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 Equity Investment Feasibility Analysis
According to the base case scenario, the project owner's investment in equity worth IDR 555.65 billion
can achieve its economic feasibility with an NPV of IDR 545.1 billion, an IRR of 45% and a payback
period of 2 years.
(in Rp. 000.000,-)
1 2 3 4 5 6
2023 2024 2025 2026 2027 2028

CASH-OUT
Equity Injection (121.550) (177.423) (232.836) (23.847)

CASH-IN
FCFE (17.708) (95.743) (2.980) 401.225 750.629 929.130

NET-CASH (139.258) (273.166) (235.816) 377.378 750.629 929.130

NPV IDR545.072,72

IRR 45%

PAYBACK 2 Years

Sensitivity of Project Feasibility to Construction Costs

In addition to the feasibility analysis of the project using different Hauling Road Charges
scenarios as mentioned above, an analysis has also been carried out based on different
Construction Cost scenarios of Rp. 800/Ton – km with the following analysis results:
(BASE CASE SCENARIO)
Table 7-14 Base Case Scenario

(In Rp.000.000,-)
Reduction on Hauling Road PAYBACK
NPV IRR
Construction Cost PERIOD
0,00% 878.370 43% 5

2,50% 906.131 44% 4

5,00% 933.892 45% 4

From this analysis it can be seen that the project's ability to generate rates of return measured
from NPV and IRR and PB has a sensitivity level that is more or less the same (in the opposite
direction) or does not change much compared to the base case scenario using variable
reduction on hauling road construction costs because for the reduction of hauling road
construction costs by 2.5%, the NPV & IRR will increase by 2.9% & 3.1% respectively, while for
a reduction of 5.0%, the NPV & IRR will increase by 5, respectively 9% and 6.3%.

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CHAPTER 8
Conclusions and Recommendations
Hauling Road
1. The logical consequence of the current use of national roads for coal
transportation or other goods transportation in the Jambi region is an increase in
traffic volume in units of passenger cars per hour (pcu/hour) which is difficult to
control. This condition can be accepted by several stakeholders, including the local
government considering; Apart from the large number of trucks that pass along
with the increase in the amount of coal production, they also have a unit volume
that reaches 2 times the unit of passenger cars, so it is only natural that the
contribution to traffic volume is quite large, besides that the roads that are passed
are national roads which are the arteries of transportation. between provinces and
nationally.
2. Several policies have been implemented by the Jambi provincial government both
regarding route arrangements and operational hours for coal truck vehicles, but
there are still traffic problems arising from this transportation, so the plan to build
a special coal road that will be managed by the private sector is an alternative right
time to apply.
3. Given the demand for transportation infrastructure needs and the amount of
investment required for the implementation of this construction, the decision to
divide the implementation into 3 stages of construction is reasonable and
acceptable, because apart from the needs of road users and managers for the
benefits of this road, it is hoped that this road will soon will be able to unravel the
congestion that has occurred so far on several roads, especially national roads.
4. Based on data from the Ministry of Energy and Mineral Resources (ESDM)
regarding coal production, both planned and actual production, Serolangun
Regency has the largest production value, above Batang Hari and Tebo Regencies.
The route selected for this particular road is therefore sufficiently appropriate to
meet the production needs of Serolangun, however, the opportunity to use this
road for coal from other districts is still there by opening the existing doors during
the construction phase.
Intermediate Stockpile
1. Maximizing Intermediate Stockpile can increase production capacity and cut
operational costs on the hauling road so that operating cost control on
Intermediate Stockpile during operation is very important.
2. Intermediate stockpile functions as a transfer between haul trucks with a smaller
capacity and larger capacity haul trucks.

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Port
1. The coal port in stage 1 with a capacity of 10,000,000 tons per year with manual
loading can still be carried out even though technically the operational costs are
higher
2. Coal ports using manual loading must work together at once so that the annual
capacity target can be achieved
3. Coal ports in stage 2 with a capacity of up to 20,000,000 tons a year must use a
conveyor system so that the target capacity can be achieved
4. Development of ramp access and use of dump hoppers must be carried out in
stage 2 due to the use of trucks with a capacity of 2 x 60 double trailer trucks
5. In stage 2 port operations with a capacity of 20,000,000 tons per year, all
equipment and facilities in stage 1 must still be carried out optimally because the
addition of equipment in stage 2 does not replace the function of equipment and
facilities in stage 1
Economic Feasibility Analysis
1. Material handling infrastructure project consisting of hauling road as well as ISP
and port facilities with a construction cost of Rp. 1,757,305,000,000 and Hauling
Road Charges Rp. 800/Ton-km (Base Case Scenario) is economically feasible to
implement with NPV Rp. 1,014.1 billion, IRR 45% and payback period of 4 years.
2. In order for the implementation of the project from the construction stage to
operation to run smoothly without any obstacles in accordance with the base case
scenario, the project sponsor must prepare a funding requirement of Rp. 555.7
billion in equity to support financing from a bank loan of Rp. 1,296.5 billion plus
Rp. 120 billion bridging financing to cover the cash flow deficit.
3. The implementation of project construction work in 3 stages is the right decision
because the project can begin to generate cash flow gradually without the need
to wait for the completion of the project as a whole, while at the same time
construction costs will be distributed over a longer period of time thereby reducing
the burden on cash flow as a whole significant.
4. The need to provide relatively large funding requirements both in terms of bank
loan and equity financing along with bridging financing must be a concern of the
project sponsor from the start. Bank loan schemes for infrastructure projects like
this require the provision of additional guarantees outside of project guarantees
(not pure project financing) so they must be prepared beforehand. Apart from
that, to support the economic feasibility of the project from the bank's point of
view, it is necessary to guarantee the utilization of hauling roads and port facilities
in the form of long-term contracts with users.
5. Therefore the option to offer part ownership of the project to mining concession
owners who are potential users of this infrastructure facility is an option that can

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 be considered carefully because it has a very strategic value for the success of the
project. From one side, this equity sharing will reduce the project sponsor's burden
in providing temporary funding needs. On the other hand, this will also increase
the long-term commitment to utilization of hauling roads and port facilities from
the mine.
6. Maximum utilization according to capacity is a very important element to maintain
and ensure its continuity because it is the most important element to support the
economic feasibility of the project. While the opportunity to increase Hauling Road
Charges can be considered as a 'nice to have' option and does not need to be a
major concern, especially if it can reduce user interest in using this infrastructure
facility.
7. Because of this, it is necessary to pay attention to the main risk that can threaten
the long-term economic feasibility of the project, namely the emergence of
alternative infrastructure facilities with more competitive Hauling Road Charges
which can drastically reduce the level of project utilization.
8. Economic benefits (Economic Benefit) from utilization or use of material handling
infrastructure consisting of hauling roads as well as ISPs and port facilities for users
(users) must be prioritized, because this concerns the economic attractiveness of
users in deciding whether to use this particular road or not.
The comparison of the current (existing) transport costs between the mine and
the port compared to the material handling infrastructure costs using the facilities
to be built will be the main benchmark for users. As an example for stage-1 where
information regarding the existing cost of transportation from the mine to the port
is currently Rp. 250,000/ton of coal, the hauling road charges from the mine to the
port including the ISP must be lower in order to provide economic attractiveness to
the user so that the user can obtain added value in the form of cost efficiency. the simple
logic is the cost when using the S facility. This is explained as follows:

• The distance cut when using the hauling road to be built is estimated to be
around 40% of the existing distance so if it is assumed that transportation costs
can be reduced linearly by 40%, it means that there is a reduction in
transportation costs Rp./Ton, which was initially Rp. 250,000 to Rp. 150,000 to
ISP area.
• By using the ISP & hauling road that will be built, there will be an additional
cost of approximately Rp. 54,000/ton, so the costs incurred for transporting
coal from the mine to the port using the material handling infrastructure that
will be built will be Rp. 204,000/Ton where this cost is lower than the use of
existing facilities.
• In this way, the use of material handling infrastructure for users, which consists
of hauling roads as well as ISPs and port facilities, will provide added value in
the form of cost efficiency plus avoidance of traffic jams up to the port.

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