Road and Structures Design

Preparatory Survey for Metropolitan Arterial Road Improvement Project
Final Report
4.2 Structure Design
4.2.1 Design Standards for Structures
(1) Design Standards for Structures

The applicable design standards for structures are available in Volume-9 of NORMA
STANDR PEDOMAN MANUAL (NSPM) comprising the following codes and manuals
(Peratuan Perncanan Teknik Jembatan);
- Bridge Design Code Volume-1 & 2(1992), Ministry of Public Works
- Bridge Design Manual Volume-2 & 2 (1992), Ministry of Public Works.
These codes and manuals were developed under the programme of the “Bridge Management
System” conducted with financial assistance from Australia. In principle, the design for
bridge structures will be carried out in accordance with the codes and manuals above,
however, for certain items which are not clarified therein, the “AASHTO Standard
Specification for Highway Bridges” and “Specification of Highway Bridge in Japan” shall be
applied.
(2) Length and Width of Structures
Traffic lanes, shoulders and other cross element facilities composing of the roadway width
shall be determined by the Design Classification of the road as given in Table 4.1.2.
For the width of structures, it shall be sufficient for the kerbs to be set back a minimum of
500mm from the edge of the adjacent traffic lane measured to the base of the kerb. The
typical cross sections of bridge structures for flyovers are given in Figure 4.2.1 and Figure
4.2.1.
For bridge structures with an overall length less that shown in Table 4.2.1, the roadway width
of the bridge shall be sufficient to carry the full width of shoulders and pavement including
auxiliary lanes where these are provided. No additional widening or setting back of the kerb
is required in this case.
Table 4.2.1 Length of Bridge Requiring Formation Width Deck
Road Design Classification
Length of Bridge
Type Class
I I
I II Less than 20m
II I
II II Less than 15m
II III
N/A
II IV
Source: Bridge Design Code, MPW
(3) Width of Sidewalks

The minimum clear width of sidewalks between railings or barriers shall be 1.5m. Where
there is no inner railing or barrier between the sidewalk and the roadway, the clear width of
the sidewalk may be reduced to 1.0m in accordance with Code.
(4) Horizontal Clearance
1) Clearance at Rigid Traffic Barriers
The minimum horizontal clearance of 500mm shall be secured between the inside bottom
face of the barrier and the edge of the adjacent traffic lane.
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2) Horizontal Clearance over Railways

The minimum horizontal clearance to be provided for bridges over railways shall be 15.00m,
or as determined by the railway authority.
(5) Vertical Clearance
1) Operational Vertical Clearance
The design vertical clearance during its design life shall be at least 100mm greater than the
operational vertical clearance to allow for settlement and road resurfacing. The specified
operational vertical clearance shall apply for the full width of the roadway.
2) Vertical Clearance at Road Bridges
The minimum operational vertical clearance through or under road bridges for each road
class is given in Table 4.2.2. The method for determining vertical clearance is given in Figure
4.2.1.
Case-1; parts of a bridge superstructure extending over the bridge roadway (through-type
bridges) and Case-2; parts of the superstructure or substructure of a bridge crossing over a
road or a railway.
Table 4.2.2 Vertical Clearance of Bridge by Road Class
Road Design Classification
Case-1 Case-2
Type Class
I
I 5.3m 5.1m
II
I
II
II 5.3m 5.1m
III
IV
Figure 4.2.1 Determining Vertical Clearance
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Two (2) Lane (two lanes one direction)
Three (3) Lane (three lanes one direction)
Four (4) Lanes (four lanes two directions, i.e. two lanes each way)
Source: JICA Survey Team
Figure 4.2.2 Typical Cross Section of Bridge Structure (PC-U Girder)
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Four (4) lanes at approach section (four lanes two directions i.e. two lanes each way)
Four (4) lanes at tunnel section (four lanes two directions i.e. two lanes each way)
Six (6) lanes at tunnel section (six lanes two directions i.e. three lanes each way)
Figure 4.2.3 Typical Cross Section of Underpass Structure
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4.2.2 Flyover (Bridge) Planning
(1) Review of Existing Structure Features

The structural type and standard layout were studied through discussions with relevant
government officials, site investigations, review of the related study reports, such as the
UARI report, other studies done by MPW and so on. It is considered that the structural type
and layout, applied in the UARI project, are generally applicable and acceptable. Using the
practices in the previous projects, the bridge planning, such as span arrangement, bridge type,
typical cross section, erection methods etc., are considered to be reasonable. The flowchart
of overall bridge planning is given in Figure 4.2.5.
(2) General Considerations for Applicable Bridge type, Span Arrangements and Layout
Considering the topographic conditions, adjacent facilities, obstacles and limitation of ROW
to be identified at each candidate location, the bridge type and layout will be determined.
1) Bridge Type
In Indonesia, the practical type of bridge is a pre-stressed concrete girder bridge; to be
constructed with cranes or an erection girder in terms of its advantages on the following
points, however it should be considered to apply PC box girder or Steel box girder at
necessary wide spans and/or curve alignment sections.
- To shorten the erection time affecting the existing traffic stream;
- To minimize the effect to the existing adjacent facilities; and
- To minimize the construction cost by minimizing temporary cofferdams, supports and
scaffolding works and to achieve the erection of the girders within the limited area.
As a result of preliminary study, each structural type with its applicable span length is shown
in Table 4.2.3.
2) Span Arrangement and Layout
In Indonesia, a simple girder bridge with separated joints at the pier head is a conventional
structural type for the flyover as given in Figure 4.2.4. The span arrangement and layout of
the bridge structure will comply with simple structure systems unless otherwise restricted by
site conditions.
(Expansion Joint)
Moment layout at self weight
Figure 4.2.4 Typical Side View of Simple PC Girder Bridge
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Start
Design Standards [Site investigation]

Topography, geography, geology
Site Investigation environment, existing roads, rivers,
traffic volume, utilities
Review of previous
projects [Review of Previous Projects]
- Design conditions
- Bridge length, width, span
arrangement
Design conditions
- Bridge type and layout
Superstructure Substructure
Selection of Structure type Reaction Force of

- Structural system Superstructure
- Concrete / Steel
Selection of Substructure
Determination of Girder shape
Erection method and foundation type
- RC girder (I, T, Slab)
- Crane erection - Substructure (pier &
- PC girder(Slab, I, U, box)
- Staging/ support Abutment)
- Steel girder (plate, box, etc)
- Cantilever/ Movable support - Foundation (spread/ pile,
- Incremental launching caisson ,etc,)
- Other erection methods Fabrication of Girders
- Prefabrication (Factory)
- Precast / Cast-in-situ Erection time
and cost
Erection time
and cost No
Determination
No
Determination
Comparison study for

[Eligibility & Review]
overall time and cost
- Design conditions
- Construction plan & method
No - Landscape/ environment
Eligibility & review
- Maintenance
- Construction Cost and time
Detailed Design
Figure 4.2.5 Flowchart for Planning of Flyover (Bridge) Structure
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Table 4.2.3 Bridge Type with Applicable Span Length for Flyover
Final Report
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Final Report
Start
Bridge span
15m～25m 25m～40m 40m～
Curved section or
variation of road width
YES
NO
Urban area※1
NO YES
PC Hollow PC U-girder PC Box girder Steel Box girder

PC I-girder
Note;
*1: PC box girder is to be erected by all-staging method which disturbs the current traffic flow
therefore its not suitable in view of shortening construction time.
Figure 4.2.6 Flowchart for Selection of Precast Girder Type
Table 4.2.4 Comparison of Typical Precast Girders in Indonesia

Type U-shaped Girder I-shaped Girder
Outline
- U-shaped girder is typical and popular in
- I-shaped girder is typical and popular in the
Indonesia
Indonesia but technically out of date.
- Prefabricated girder
- Prefabricated girder
- Erection method : Crane erection
- Erection method : Crane erection
Construction - Moderate - Moderate
period
- Good - Normal
Landscape - (Superior visibility for U-shape)
- Higher - Moderate
Cost
- (Need bigger sized crane for erection)
Ease and safety of - Ease and safe - Risky
construction - (Unstable small bottom flange)
- Recommendable - Not recommendable
Evaluation
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Final Report
(3) Foundation Structures

Because of its advantages in construction, in terms of cost and time saving, a column type
structure with reinforced concrete pile foundations is a conventional structural form, refer to
the UARI project, and it is also general in JABODETABEK. Table 4.2.5 shows typical
foundation types. Sub-soil conditions are assumed to be similar to those of the UARI project
due to the potential project sites being located mostly in JABODETABEK. The planning of
foundation type can be therefore referred to that project. In addition, the foundation type may
vary according to the site conditions and sub-soil conditions, a spread foundation should be
reasonably applied if possible bearing sub-stratum is found at shallow depth.
Table 4.2.5 Comparison of Foundation Types
Depth of soil
Foundation Type Remarks
stratum
Spread footing - Open cut or cofferdam is required for excavation
Depth varies to the bearing stratum
between
3.0 m to 4.0 m
PC spun pile foundation - Precast Pile length and diameter should be

selected based on the subsoil conditions
Depth more than

6.0 m Cast-in- situ pile foundation - Pile length and diameter should be determined
based on the subsoil conditions
- Piling method should be properly selected in
accordance with water level and construction
constraint.
For the pile type, precast PC Spun pile and Cast-in-site RC pile should be reasonably selected
in accordance with the description given in Table 4.2.6.
Table 4.2.6 Comparison of Pile Types
Applicable
Procurement of
Pile type length, Characteristics
material
dimensions
- Possible mass production at factories
5m to 25m
PC Spun pile Available in Indonesia - Economical in large numbers
φ0.3m toφ1.0m
- Suitable to small to medium bearing capacities
- Applicable for large bearing forces

Cast-in-situ 10m to 60m - No joints and applied for long piles
Available in Indonesia
RC pile φ0.6m toφ1.5m - Common for large bridges in Indonesia
- Reasonable cost
- Applicable for large bearing forces

5m to 60m
Steel round pile Available in Indonesia - Joints are possible in long piles
φ0.3m toφ1.5m
- Not economical construction cost
(4) Substructures
1) Abutments
Referring to the UARI project, the abutment type was compared and it was recommended
that the Reversed-T type is the most suitable abutment type from the reasons of economy,
simple structure and easy construction. In the basic design, Inverted-T Type should be
selected as the standard abutment and general formation for initial design is setup from other
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local practices. But if a very tall, more than 15m, Inverted T-type would be required, a Box
type as given in Table 4.2.7 should be chosen.
Table 4.2.7 Comparison of Abutment Types
Type Sketch Applicable Height (m) Characteristics
- Simple structure
Gravity-type Less than 5m - Easy construction
- Heavier weight
Inverted More than 5m and less - Economical

T type than 14m - Easy construction
- Economical
Counter-forted
Less than 10m - Intricate construction
Buttressed type
- Difficulty in back filling
Rigid-framed More than 10m or less - Complicated structure

type than 15m - Expensive
- Large scale structure

Box type Less than 15m - Complicated structure
- Expensive
2) Piers
Conventional types of piers are briefly compared as shown in Table 4.2.8. The type of pier
should be selected to suite the site condition and working force. In the UARI Project, typical
wall and column type piers were selected and these were considered to be applicable and
reasonable for this study. Standardising the pier type and simplifying the construction plan
for the various practices given from the previous projects would facilitate the bridge planning
in a timely manner.
Table 4.2.8 Comparison of Pier Types
Type Figure Characteristics
 Simple structure with capped pile head
 Weak horizontal force and flexible structure
 Unsuitable for piers in rivers where scouring is expected
Pile bent  relatively light-weight superstructure
type pier  Lower cost
 Conventional type of substructure in Indonesia

 Diameter of column is larger
 Large area of river crossing
Column type  Reducing thickness of pier head by prestressing
pier
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 General type of substructure

 Rectangular shape inappropriate to visibility
 Care must be taken regarding the direction of water flow
Wall type if constructed in a river
Pier  Pier thickness can be minimized
 Generally used for wide super structure

 Unsuitable piers in rivers due to creation of eddies
around the columns
Rigid framed
pier
4.2.3 Underpass Planning

The underpass structure was selected based on the comparison study on the possible
structural types as given in Table 4.2.9 and Table 4.2.10.
(1) At Intersections (Tunnel Section)
In the optional types of underpass structures, PC sheet piles in combination with a simple
girder bridge which was practically applied in the UARI project was considered to be the
most economical and appropriate structure. At the intersection, two abutments were located
behind the PC sheet piles and the top of the open cut space was covered with simple PC
girders. This method will help minimize the construction yards and time needed for
construction unless an obstacle exists adjacent to the construction.
However, the structure type depends on the site conditions, obstacles and other limitations at
the site. In this project, the proposed underpass structure, for example (“Kuningan
intersection”; See photo Figure 4.2.7), must be constructed under the existing flyover. The
vertical clearance at the intersection is limited so that
the specific piling method under the flyover shall be
considered.
On the other hand, an RC box culvert is considered as
a conventional structure for tunnelling under the
intersection. However, construction of a temporary
cofferdam is required before excavation of the
structure which implies similar difficulties under the
existing flyover as well as longer construction time.
All the potential sites selected are highly congested so
that minimizing the construction time which would
obstruct existing traffic flow should be considered. Figure 4.2.7 Kuningan Intersection
(2) Approach Section (Open –Cut and Retaining-wall Section)

According to the practice in the UARI Project, the PC sheet pile may be a possible type of
structure at the approach sections (for open-cut sections) with the advantage of minimizing
construction time. Where the approach section is lower than 5m, a retaining wall may be
suitable based on the practice in the UARI project.
4-80
Table 4.2.9 Selection of Preferable Underpass Structure at Tunnel Section (at Intersection)
Op - I Op-II Op- III Op- IV
Box Culvert PC sheet piles with PC girders Secant piles with slab PC H piles with PC girders
Pre-cast PC girder Pre-cast PC girder Pre-cast PC girder
Parapet Parapet
Box culvert Abutments
PC sheet pile
Outline PC-H pile
Secant pile
PC spun pile
The open - cut method requires Pre-cast PC sheet piles can be used Cast-in-situ secant piles with Pre-cast H shaped piles can be
temporary cofferdams using sheet for both temporary and permanent covering by PC girders. A used for both temporary and
piles before the construction of the installations. Abutments behind cosmetic wall is required to cover permanent installations. Concrete
box culvert the PC sheet piles for covering the the rough surface of the secant parapet at the top of PC H piles
open-top with PC girders are pile. serves as an abutment for setting
required. PC girders.
4-81
Necessary width Widest Wider Narrow Narrowest
for construction
Effected Length Longest Short Short Short
Construction Longest (15 months) Shorter (9 months) Middle (12 months) Shortest (8 months)
Period Including piles and abutments Including piles and abutments Including piles and abutments
Accuracy High High Tolerable Tolerable
Ease of Difficult Difficult Possible Difficult
construction
under flyover
Significant Higher Moderate Moderate
Affect to existing (due to the excavation using (due to necessary piling for the
structure temporary coffer dam, it needs a foundation of the girder behind the
wide construction area) PC sheet piles)
Cost Higher Moderate Moderate Moderate
Evaluation Not recommendable Not recommendable Recommendable Not recommendable
Final Report
Table 4.2.10 Selection of Preferable Underpass Structure at Approach Sections
Option Op - I Op-II Op- III
U shaped Retaining Wall PC sheet piles Secant piles
Final Report
Outline U Shaped Retaining Wall
PC sheet pile Secant pile
The open-cut method requires Pre-cast PC sheet piles can be used Cast-in situ secant piles require
temporary cofferdams with sheet both for temporary and permanent more machinery and equipment
piles before the construction of the installations. It is possible to for casting concrete. A cosmetic
retaining wall minimize construction time. wall is required to cover the rough
surface of the secant piles.
Wider Narrowest Wider
4-82
Necessary width
for construction
Construction Longest (15 months) Shortest (9 months) Longer (12 months)
Period
High Tolerable Tolerable

Accuracy
Significant Moderate Moderate
Affect to
(due to wide area for construction
existing
and need for temporary
structures
cofferdams)
High Moderate Moderate
Cost
Not recommendable Recommendable Not recommendable
Evaluation
Table 4.2.11 Comparison of Structure Type at Approach Section
Option Op-I Op-II Op-III
Retailing wall Reinforced earth wall PC sheet pile wall
Pre-cast
Pre-cast PC sheet
RC wall concrete pile
panel Steel strip
Outline
Backfill
・ L-shaped RC retaining wall resists the earth ・ Reinforced soil by pre-cast concrete panels ・ Self standing Pre-cast PC sheet piles resists
pressure as a cantilevered beam. and steel strips resists the earth pressure. the earth pressure
・ Necessary structural excavation behind RC ・ Construction period can be reduced. ・ Construction period can be reduced.
wall. ・ Need careful control for compaction of ・ High construction noise during pile driving.
4-83
backfill
Applicable height 3m <h < 10m 3m <h < 18m 2m <h < 8m
Construction Widest Narrower
Narrowest
space (Need crane for placing panels) (Need crane for piling)
Construction Longest Shorter Shortest
period (Suitable for suburbs) (Suitable for urban area) (Suitable for urban area)
Normal
Landscape Aesthetic Normal
(Easy to be attacked with graffiti)
Moderate 1.5 Mil.Rp. / m2 Higher 2.5 Mil.Rp. / m2 Highest 3.5 Mil.Rp. / m2
Cost
(1.00) (1.67) (2.33)
Evaluation Recommendable for suburbs Recommendable for urban area Depend on site conditions
Source : JICA Survey team

Final Report
Final Report
4.2.4 Structure Design for Each Subproject
(1) Flyover Structure

This chapter describes of the design conditions and principles for each flyover structure in the
subprojects. The selection of structural types in principle follows the local practice in both
engineering and financial aspects except those that were determined by the previous study or
other projects. In the detailed design, these conditions and principals should be reviewed in
accordance with the site investigation and other factors concerned. Table 4.2.12 and Table
4.2.13 show the comparative study for major structures of flyovers or bridges in the
subprojects. The details for each subproject are provided in the drawings (See Vol.4
Drawings).
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Table 4.2.12 Comparison of Bridge Structure for Main Span of Flyover (Span length > 50m)
(confidential)
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Final Report
Final Report
Table 4.2.13 Comparison of Bridge Structure for Side Span of Flyover
(confidential)
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Final Report
(1) 2. R.E. Martadinata

Design Conditions
Bridge type 24 span PC Precast U girder bridge
Bridge length Span 24@25-35=720m
Cross elements 2x3.5m (carriageway) + 2x1.0m (barrier +marginal strip)=9.5m
Construction method Pre-cast girders with Crane erection
Alignment Alignment : Horizontal Alignment R=  - 150m
Vertical Alignment Max 5.0%
Crossfall of the road 2.0%
Crossfall of the side walk 2.0%
Abutment Abutment type : RC Reverse T-type Abutment
Pier Pier type : RC rectangular column-type with PC pier head
Foundation , RC portal type
Bearing Stratum Foundation type : 1.2m cast-in-place RC pile foundations
Bearing Support Bearing strata : Depth 10 – 16m , Hard silty clay
Expansion Joint Bearing support : Rubber bearing device
Expansion joints : Seamless joint type
Design Features
Superstructure a) Main girder
The superstructure is mainly formed by three PC-U girders supporting the RC slab.
b) Support condition for bridge
A simple bridge system composed of one side fixed and the other side movable at
each pier. The girders joint and pier heads apply with expansion joints.
c) Erection method
Prefabricated PC-U girders are procured from a factory and transported to the site.
The erection of the girders shall be done by either crane or erection girder.
Foundation/ d) Pier
Substructure/ Most of piers are reinforced concrete rectangular column-type piers with the pile caps
supported by  1.2 m RC bored piles. Some of them are rigid frame piers which they
Others
are needed to cross over the railway crossing. The outline of pier shape is tapered and
the height of some pier heads is minimized by using prestressed concrete.
e) Abutment
Conventional RC T-type abutments are proposed at the end of flyover.
f) Piled Slab
Piled RC slab is applied at the approach section behind the abutments for the
avoidance of differential settlement in the soft soil ground.
g) Pile
 1.2 m RC cast-in-situ bored piles are proposed for the foundation. The construction
method should be either reverse circulation method or earth auger method taking into
account the height of groundwater level.
Construction Features
Construction plan and The construction plan at each critical case is given in Table 4.2.14
traffic diversion.
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Table 4.2.14 Construction planning for RE. Martadinata Flyover
Items During the construction of foundation/ substructure During the erection of girders
Final Report
Construction Area Construction Area

Diverted Road Diverted Road
During Construction During Construction
Plan
4-88
Earth drill
Crawler crane 30～35t

Side view Trailer
Bored pile φ1200mm
 Possible construction within the bus terminal and no extra temporary yard required during the construction;
 Need temporary removal of bus terminal to use for the construction yard during the construction;
Traffic control and
 The existing road should be diverted at each phase of construction
other notes
 Need traffic control for the transport of materials and machinery to the site;
 Need temporary facilities to secure the passenger’s access to the railway station
Final Report
(2) 3. Sulawesi Flyover

Design Conditions
Bridge type 9 span PC-U simple girders, 1 span steel box (River), 1 span PC hollow slab
Bridge length Span 28.5+55.0+2@30.0+35.0+31.0+30.0+20.0+2@30.0+27.5=347.0m
Cross elements 2x4.25m (carriageway) + 2x0.5m (Railing) =9.50m
Construction method Pre-cast PC girders with Crane erection
Alignment Alignment : Horizontal Alignment R= 2990m
Vertical Alignment Max. 5.0%
Abutment Abutment type : RC reverse T-type abutment
Pier Pier type : RC rectangular column-type pier with PC pier head
Foundation Foundation type : 1.2m cast-in-place piled foundations
Bearing Stratum Bearing strata : Depth 10 – 16m , Hard silt clay
Bearing Support Bearing support : Rubber bearing device
Expansion Joint Expansion joints : Seamless joint type
Design Features
The superstructure is mainly formed by three(3) PC-U girders supporting the RC slab.
each pier. The girder joint and pier heads apply with expansion joints.
c) Erection method
Foundation/ d) Pier
Substructure/ All the piers are reinforced concrete rectangular column-type piers with the pile caps
supported by  1.2 m RC bored piles.
Others
e) Abutment
f) Piled Slab
Piled RC slab is applied at the approach section behind the abutments for the
avoidance of differential settlement in the soft soil ground.
g) Piles
 1.2 m RC cast-in-situ bored piles are proposed for the foundation. The pile driving
Construction plan and The construction plan at each critical case is given in Table 4.2.15.
traffic diversion.
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Table 4.2.15 Construction planning for Sulawesi Flyover
Final Report

Trailer
Earth drill
Plan Crawler crane 30～35t

Erection Girder
Trailer
Earth drill
4-90
Side view
 Need the land acquisition for the permanent improvement and the extra yard required to secure the railway crossing.
 Basically, the existing road can be diverted to the space for frontage road however need temporary diversion during the erection of girder;
Traffic control and
 Need a temporary diversion of traffic during the erection of girder using the space of underneath of span after the girders were erected;
other notes
 Need traffic control for the transport of materials and machinery to the site;
 Construction planning should be subject to change taking into account the proximity to the structure of TgPA project.
Final Report
(3) 5. Pancoran Flyover

Design Conditions
Bridge type 10 span PC-U simple girders bridge
Bridge length Span １0@35.0=350.0m
Cross elements 2x3.50m (carriageway) +2x0.5m (Shoulder) +2x0.5m (Railing) =9.00m
Construction method Pre-cast PC girder with crane erection or erection girder
Alignment Alignment : Horizontal Alignment R=  - 330m
Pier Pier type : RC round column-type pier with PC pier head
Foundation RC rigid frame pier with PC pier head
Bearing Stratum Foundation type : 1.0m cast-in-place piled foundations
Bearing Support Bearing strata : Depth around 20m, hard clay
Expansion Joint Bearing support : Rubber bearing device
Design Features
The superstructure is formed by three (3) PC-U girders with RC slab. The span
arrangement is standardized by allocating 35m length of PC-U girder.
A simple bridge system composed of one side fixed and the other movable at each
pier. The girder joint and pier heads use expansion joints.
c) Erection method
Foundation/ d) Pier
Substructure/ Most of the piers are reinforced concrete round column-type piers with the pile caps
supported by  1.0 m RC bored piles. Some of them are rigid frame piers which they
Others
are needed straddling the width of frontage road around the intersection.
e) Abutment
f) Reinforced Earth Wall
Reinforced earth wall is applied at the approach section behind the abutments.
g) Piles
 1.0 m RC cast-in-situ bored piles are proposed for the foundation. The pile driving
traffic diversion.
4-91
Table 4.2.16 Construction planning for Pancoran Flyover
Final Report

Earth Workin
drill g Area
Crawl
Plan er cr
ane 30～3 Inst
5 alla
t tion
by e
Trail rect
er ion
gird
er
4-92
Erection Girder
W=130ton
Tmp Road
Crawler crane 30～35t C
L
7000
Tmp Road
7000
Earth drill C
L
Side view
Trailer
BORED PILES φ1000mm
 Need the land acquisition for the permanent improvement however no extra yard required during the construction
Traffic control and
 The existing road can be diverted however need a temporary closure for one-lane traffic during the construction;
other notes
 Need a traffic control for the transport of materials and machinery to the site;
 Need the temporary facility to secure the passenger’s access for the BRT
Final Report
(4) 6. Pinan Baris Flyover

Design Conditions
Bridge type A steel box girder bridge with 6 span PC-U simple girders bridge
Bridge length Span 3@35.0+55.0+3@35.0=265.0m
Cross elements 4x3.5m (carriageway) +1.0m(median)+ 2x1.0m (Railing+Strip) =18.00m
Construction method Steel box girder and pre-cast PC girder by crane erection
Alignment Alignment : Horizontal Alignment R= 
Pier Pier type : RC round column-type piers with PC pier heads
Bearing Stratum Bearing strata : Depth around 11m , hard clay
Design Features
A simple steel box girder bridge is applied for the main span over the intersection. The
superstructure for the side span is formed by six (6) PC-U girders with RC slab. The
span arrangement except the main span is standardized by allocating 35m length of
PC-U girder.
A simple bridge system composes of one side fixed and the other side movable at each
pier. The girder joint and pier heads use expansion joints.
c) Erection method
Prefabricated Steel Box girder and PC-U girders are procured from a factory and
transported to the site. The erection of the girders shall be done by either crane or
erection girder.
Foundation/ d) Piers
Substructure/ All the piers are reinforced concrete round column-type piers with the pile caps
supported by  1.0 m RC bored piles. The height of the pier head is minimized by
Others
using prestressed concrete.
e) Abutment
f) Reinforced earth wall
g) Piles
 1.0 m RC cast-in-situ bored piles are applied for the foundation. The construction
traffic diversion.
4-93
Table 4.2.17 Construction planning for Pinang Baris Flyover
Final Report

Crawler crane 30～35t Working Area Installation by erection girder

Earth drill
Plan Trailer
4-94
Erection Girder
W=130ton
PC-U Girder
Earth drill
Side view
C C
Trailer
C C
 Need the land acquisition for the permanent improvement however no extra yard required during the construction
Traffic control and  The existing road can be diverted to the outer space for the frontage road during the construction;
other notes  Need a traffic control for the transport of materials and machinery to the site;
 Need temporary closure for the operation of existing road for two(2) nights as well as to divert the exiting traffic to the space beside the
intersection during the erection of main girder (steel box girder);
Final Report
(5) 8. Sudirman II Flyover

Design Conditions
Bridge type 8 span PC-U simple girder bridge
Cross elements 4x3.5m (carriageway) + 1X1.0m(Median)+2x1.0m (Railing+ strip) =18.00m
Construction method Pre-cast PC girder with crane erection or erection girder
Bearing Stratum Bearing strata : Depth 18m, hard silty clay
Design Features
The superstructure is formed by six (6) PC-U girders supporting the RC slab. The
span is standardized by allocating 35m length of PC-U girder except for the span over
the existing railway.
each pier. The girder joint and pier heads use expansion joints.
c) Erection method
Substructure/ All the piers are reinforced concrete round column type piers with the pile caps
supported by  1.0 m RC bored piles. The height of pier head is minimized by using
Others
prestressed concrete.
e) Abutment
g) Piles
traffic diversion.
4-95
Table 4.2.18 Construction planning for Sudirman II Flyover
Final Report
Installation by erection girder

0+700
0+700
Earth drill Working Area

Trailer
Plan
Railway
Railway
4-96
Erection Girder
W=130ton
PC-U Girder
Earth drill
Side view
C C
Trailer
C C
 Need the land acquisition for the permanent improvement and the extra yard required for closing the railways during the construction
Traffic control and
 Need the diversion of existing road at each phase of construction using the space for the frontage road;
other notes
 Need a temporary diversion of traffic during the erection of girder using the space of underneath of span after the girders were erected
Final Report
(6) 9. Cikarang / Tegal Gede Flyover

Design Conditions
Bridge type A steel box girder bridge with 4 span PC-U girders bridge
Cross elements 2x3.5m (carriageway) + 2x1.5m (Railing+Strip) =10.00m
Construction method Steel box girder and pre-cast PC girder by crane erection
Bearing Stratum Bearing strata : Depth around 11m , hard clay
Design Features
A simple steel box girder bridge is applied for the main span over intersection. The
superstructure for the side span is formed by three (3) PC-U girders with RC slab.
The span arrangement except the main span is standardized by allocating 35m length
of PC-U girder.
c) Erection method
Prefabricated steel box girder and PC-U girders are procured from a factory and
transported to the site. The erection of girders shall be done by crane.
Substructure/ All the piers are reinforced concrete round column-type pier with piles caps supported
by  1.0 m RC bored piles.
Others
e) Abutment
g) Piles
traffic diversion.
4-97
Table 4.2.19 Construction planning for Tegal Gede Flyover
Final Report
7+600
7+550
Crawler crane 30～35t 7+600

Trailer 7+550 Trailer
Earth drill m
13
R=
Plan
Crawler crane 30～35t Earth drill
Truck crane 360t

4-98
12 0t

W=75ton
Side view Steel-Box Girder

Truck crane 360t
Trailer
Trailer Earth drill
BORED PILEφ 1000
 Possible construction within the ROW and no extra temporary yard required during the construction;
 Possible construction of foundation and substructure using the space for the flyover;
Traffic control and
other notes
 Need temporary closure for the operation of existing road for two(2) nights as well as to divert the exiting traffic to the space beside the
intersection during the erection of main girder (steel box girder);
Final Report
(7) 9. Cikarang / Overpass for Toll Road (JL. Bali)

Design Conditions
Bridge type A steel box girder bridge with 2span PC hollow slab bridge
Bridge length Span 11.55+48.0+11.55=71.10m
Cross elements 1x3.50m (carriageway) + 1.50m(shoulder)+2x0.5m (Railing) =8.50m
Construction method A steel box girder and pre-cast PC girders with crane erection
Pier Pier type : RC wall-type pier
Bearing Stratum Bearing strata : Depth around 6m, hard silty clay
Design Feature
A simple steel box girder bridge is applied for the main span over the toll road. The
superstructure for the side span is formed by PC hollow beam.
c) Erection method
Prefabricated steel box and PC hollow slab are procured from a factory and
transported to the site. Both the erection of the girders shall be done by crane.
Substructure/ The piers are reinforced wall type piers with pile caps supported by  1.0 m RC bored
piles.
Others
e) Abutment
Conventional RC T-type abutments are proposed at the end of the bridge.
f) Piles
method should be the earth auger method.
traffic diversion.
4-99
Table 4.2.20 Construction planning for Jalan Bali Overpass Bridge
Final Report
R=12m
Truc
0+250
k cr
ane
0
1200
200t
Plan
Earth drill Earth drill
0
Crawler crane 30～35t 1200
Trailer
Trailer
Trailer

4-100
W=65ton
Earth drill
Steel Box Girder

Side view
Truck crane 200t
Trailer
BORED PILE φ1000
 Possible construction within the ROW and no extra temporary yard required during the construction;
 Possible construction of foundation and substructure using the side space of the toll road;
Traffic control and
 The existing overpass can be used during construction however need a traffic control for the transport of materials and machinery to the site;
other notes
 Need temporary closure for the operation of toll road for two(2) nights as well as to use inner one-lane of the toll road for on-site fabrication
during the erection of main girder (steel box girder);
Source JICA Survey Team
Final Report
(8) 9. Cikarang Road / Kalimarang Bridge (JL Imam Bonjol)

Design Conditions
Bridge type 2 span PC-U simple girders
Bridge length Span 2@25.0=50.0m
Cross elements 4x3.25m (carriageway) + 2x1.5m (Railing+ sidewalk) =17.00m
Construction method Pre-cast girder with crane erection
Pier Pier type : RC wall-type piers
Bearing Stratum  0.6m PC spun piled foundations for Piers
Bearing Support Bearing strata : Depth around 13m, hard silty clay
Expansion Joint Bearing support : rubber bearing device
Design Feature
The superstructure is formed by six (6) PC-U girders with RC slab. The span is
equally formed by allocating 35m length of PC-U girder.
c) Erection method
The erection of the girders shall be done by crane.
Substructure/ The piers are reinforced concrete wall type piers with pile caps supported by  0.6 m
PC spun piles. The thickness of the wall is selected to reduce the disturbance of water
Others
flow.
e) Abutment
Conventional RC T-type abutments are proposed at the end of the bridge.
g) Piles
 1.0 m RC cast-in-situ bored piles are applied for the foundation of the abutment.
The construction method is the earth auger method.
 0.6 m PC spun piles are applied for the foundation of the piers due to driving the
piles over water.
traffic diversion.
4-101
Table 4.2.21 Construction planning for Jalan Imam Bonjol Bridge
Final Report

50
3 +0
Trailer
Trailer

Earth drill
Plan Crawler crane 30～35t

Earth drill
N G
L A
M A
L I
K A
4-102
80 t
crane 35t
Truck crane 360t
W=80ton
Trailer Trailer PC-U girder
Side view
SPUN PILE φ 600mm
 Need the land acquisition for the construction of bridge however no extra temporary yard required during the construction;
 The existing bridge can be used for the diversion of the existing traffic however need traffic control for the transport of materials and
Traffic control and
machinery to the site;
other notes
 Need temporary stage in the river during the construction of bridge.

Final Report
(2) Underpass Structure

This chapter describes the design conditions and principles for each underpass structure in the
subprojects. The selection of structural types in principle follows the local practice in both
engineering and financial aspects except those that were determined by the previous study or
other projects. In the detailed design, the design conditions and principals should be reviewed
in accordance with the site investigation and other factors concerned. Table 4.2.22 shows the
comparative study for major structures of the underpasses in subprojects. The details for each
subproject are provided in the drawings (See Vol.4 Drawings).
4-103
Table 4.2.22 Comparison of Underpass Structure under Intersection (Semanggi, Kuningan and Katamso )
Alternatives PC Hollow Girder with Piled bent Abutment PC-U Girder with PC Sheet Pile RC Box Culvert
Final Report
Sketch
- PC hollow girder bridge with pile bent - PC-U Girder bridge with PC Sheet Pile - RC Box Culvert
Structural type (Secant piles) - Applicable span length ; 25- 35m - Applicable span length; 20-25m
- Applicable span length; 15-25m.
- Depth of superstructure:1.0m - Depth of superstructure; 1.4m - Depth of upper slab: 1.3m
- Piled foundation supported by RC secant piles - Piled foundation supported by RC cast-in situ - Need ground treatment if the bearing capacity
Structural
bored piles cannot be secured
4-104
characteristics
- If the groundwater level is higher, this type
has advantage
- No temporary cofferdam works required(+) - No temporary cofferdam works required(+) - Need temporary coffer dam before
Construction
- Possible to drive RC secant pile under the - Impossible to drive the PC sheet piles under construction of box culvert.
(Under limited
limited height (++). the limited height - Possible to drive steel sheet pile under the
height, etc) limited height (++)
- No particular maintenance required except the - Ditto to left - Ditto to left
Maintenance pump system of underground reservoir for
storm water.
- Most economical among the alternatives - Additional abutment behind the PC sheet piles - Necessary temporary cofferdam increase the
Construction increase construction cost and time construction cost and time
Cost (Ratio)
1.0 (++) 1.3 (+) 1.4
Most reasonable underpass structure taking into  The whole view is inferior.
Overall account both technical and financial aspects.
evaluation
◆Total Evaluation ; +++++ ◆Total Evaluation ; ++ ◆Total Evaluation ; ++
Final Report
(1) 1. Semanggi Ramp Underpass

Design Conditions
Underpass Structure Simple PC hollow slab bridge
Underpass length Underpass for Gato Subroto Ramp (west) : L=14.0m
Underpass for JL Gatoto Subroto (east) : L=14.0m
Cross Section elements 2x3.50m (carriageway) + 2x0.5m (shoulder) =8.00m
Construction method Pre-cast PC hollow girder by crane erection
Alignment : Horizontal Alignment R= 40m
Alignment Vertical Alignment Max. ±5.0%
Abutment Abutment type : RC pile bent abutment
Foundation Foundation type : 1.0m RC cast in situ piles
Bearing Stratum Bearing strata : Depth around 13-16m, silty clay
Expansion Joint Expansion joints : Seamless joint
Design Feature
Tunnel Section a) Structure
The underpass structure is formed by PC hollow girder supported by pile bent
abutment.
b) Support condition and expansion joint
Simple girder system applies with the one side fixed and the other movable uses
seamless joint between the girders and the parapet of the abutment.
c) Erection method
All the pre-cast PC hollow girders to be erected by crane.
d) Landscaping
The combined simple structure shows a normal aesthetic view.
Approach section A retaining wall is to be installed at the approach section. The type of retaining wall
should be determined by the proposed height of the wall. If the height is more than
2m, RC L shaped type is selected. If the height is less than 2m, gravity type retaining
wall is selected as economically preferable.
traffic diversion.
4-105
Table 4.2.23 Construction planning for Sumanggi Junction
Final Report

Plan Trailer
Trailer
R=15m
Earth drill
Truck crane 200t
4-106
80t

W=44ton
Earth drill Truck crane 200t
Side view PC-Hollow Girder
Trailer
Trailer
Bored pile φ1000mm
 Possible construction within the space between the existing loop ramp and the channeled road;
Traffic control and  No extra temporary yard required during the construction;
 Need a slight traffic closure during altering the operation of loop ramps;q
Final Report
(2) 4. Kuningan Underpass

Design Conditions
Underpass Structure Single PC hollow slab bridge
Wall structure RC secant piles, PC Sheet piles
Underpass length Underpass for Mampang intersection: L=250.0m
Underpass for Kuningan intersection: L=280.0m
Cross Section elements 4x3.50m (carriageway) + 1.0m (median)+ 2x0.5m (shoulder)+2x1.0m (sidewalk)
Construction method =18.50m
Pre-cast PC hollow girder by crane erection
Vertical Alignment Max. ±5.0%
Wall type Wall type :  1.0m RC secant piles and PC sheet piles
Foundation Foundation type :  1.0m Secant pile foundations
Bearing Stratum Bearing strata : Depth 14-15m, Silty clay
Design Feature
The underpass structure is formed by PC hollow girder supported by pile bent
abutment (secant piles with pile caps).
Simple girder system applies with the one side fixed and the other movable uses
seamless joint between the girders and the parapet of the abutment.
c) Erection method
d) Landscaping
The combined simple structure shows a normal aesthetic view. The wall surface of
the secant piles shall be decorated with RC panels.
Open and cut section The structure for the open and cut section was applied using self-standing PC sheet
piles. The depth of the PC sheet piles and PC sheet piles was determined in
accordance with the structural analysis based on the geotechnical model defined by
the boreholes. As a result, the lengths of the PC sheet piles are classified into 4 types,
which are:
Type-I: is the length of around 16m to be driven for the section of the deepest point
near the two intersections around the depth of 7 m.
Type-II: is the length of 15 m to be driven around the section of excavation depth
between 5 m and 7 m.
Type-III: is the length of 12m to be driven for the section of excavation depth
Type-IV: is the length of 10m to be driven for the section of excavation depth
Approach section A retaining wall is to be installed at the end of the open and cut section. The type of
retaining wall should be determined by the proposed height of the wall if less than
2m and more than 0.5m. If the height is less than 0.5m, the gravity type retaining
wall is selected as economically preferable.
traffic diversion.
4-107
Table 4.2.24 Construction planning for Kuningan Underpass
Items During the construction of foundation (RC secant pile) During the erection of girders
Final Report

Truck crane 160t
0+450
Plan
Trailer
EXISTING BOTTOM OF BOX GIRDER +22.86

EXISTING BOTTOM OF BOX GIRDER +22.86
4-108
Crawler crane 30～35t Earth drill
Truck crane 160t
W=42ton
Side view
Trailer
Trailer
Bored pile φ1000mm
 Possible construction within the ROW and no extra temporary yard required during the construction of foundation;
 Possible erection of girder within the area of underpass;
Traffic control and
 The existing road can be diverted however need temporary closure for one-lane traffic during the construction of foundation;
other notes
 Need the temporary traffic management for the traffic movement of intersection during the erection of girder.
Final Report
(3) 7. Katamso Underpass

Design Conditions
Underpass Structure Single span PC-hollow slab with pile-bent abutment
Wall structure PC piles (Secant pile with H beam reinforcement)
Underpass length L=348.0m
Cross Section elements 4x3.5m (carriageway) +1.0m(median)+ 2x1.0m (Railing+Strip) =18.00m
Construction method Pre-cast PC hollow girder by crane erection (Secant piles)
Wall type Wall type : PC sheet piles
Foundation Foundation type : 1.0m RC Secant pile foundations
Bearing Stratum Bearing strata : Depth 14-15m, Silty clay
Guardrail Guardrail : Concrete barrier
Lighting Pole Lighting pole : Corner light
Design Feature
The bridge structure forms an underpass structure accommodating the full width of
four traffic lanes plus marginal strip and concrete barrier.
Simple girder system applies with the one side fixed and the other movable use
seamless joints between the girders and the parapet of the abutment.
c) Erection method
d) Landscaping
The combined simple structure shows a normal aesthetic view. The surface of the
wall formed by the secant piles will be decorated with RC panels.
Open and cut section The structure for the open and cut section was applied using self-standing PC sheet
piles. The depth of the PC sheet piles was determined in accordance with the
structural analysis based on the geotechnical model defined by the boreholes. As a
result, the lengths of the PC sheet piles are classified into 3 types, which are:
Type-I: is the length of 18m to be driven for the section of the deepest point near the
intersection and the excavation depth around 5 to 7 m.
Type-II: is the length of 15 m to be driven around the excavation depth between 4 m
and 5 m.
Type-III: is the length of 12m to be driven for the section of excavation depth
Approach section A retaining wall is to be installed at the end of the open and cut section. The type of
retaining wall should be determined by the proposed height of the wall less than 2m
and more than 0.5m. If the height is less than 0.5m, a gravity type retaining wall is
selected as economically preferable.
traffic diversion.
4-109
Table 4.2.25 Construction planning for Katamso Underpass
Items During the construction of foundation (RC secant pile) During the erection of girders
Final Report
Truck crane 160t

Trailer
Plan
Earth drill Trailer

4-110
80t
W=32ton

PC-Hollow Girder Truck crane 160t

Side view
Trailer Earth drill
Trailer
CL
 Possible construction within the ROW and no extra temporary yard required during the construction of foundation;
Traffic control and  The existing road can be diverted however need temporary closure for one-lane traffic during the construction;
 Need the temporary traffic management for the traffic movement of intersection during the erection of girder.
Final Report
4.2.5 Construction Planning for Structures
(1) Bridge Construction

Pre-Stressed Concrete (PC) girder bridges are to be selected for the major types of bridge
structures in this project. Applicable type of PC bridges are mainly precast PC-I girder and
precast PC-U girder (PC or steel box girder bridge may be nominated at the necessary long
spans and/or curve sections). The bridge works can generally be subdivided into four
components, namely foundations, fabrication of girders (except prefabricated PC girders),
substructure and superstructure. The sequence of work varies slightly between the types
and/or spans of bridges applied. In this project, the bridge structures are generally of four
types of bridges including a single span railway overpass, a single and a double span road
overpass and a multi-span flyover. The following provides a description of the construction
sequence and the methods proposed for the foundation works, as well as works for the
substructures and superstructures.
1) Foundation Works
The foundation works for bridges shall include excavation works down to formation level
and the piling works under the pile cap (footing) structures. In the following subsections are
descriptions of the work methods employed for excavation, bored pile works and driven PC
spun piles.
For foundation works and pile caps/ footings for road bridges and for those crossing over
railways and existing roads, where it is required to minimise the size of the excavation due to
constraints such as for the maintenance of existing traffic lanes or to ensure the stability of
railway tracks in close proximity or for other considerations, the excavation shall make use of
sheet pile cofferdams to protect the sides of the excavation as shown in Figure 4.2.8. The use
of appropriate type sheet piles shall be determined by examining the depths of excavation and
the soil conditions.
TYPE III STELL

SHEET PILE SHEET PILE
ABUTMENT ABUTMENT
RAILWAY LINE TYPE III STEEL
INE
SHEET PILE
L
AY
SHEET PILE
ILW
HIGHWAY 1000 mm DIA CAST

RA
IN-SITU R.C. PILE
Figure 4.2.8 Sheet Piled Cofferdams for Substructure for Overpasses
In consideration of the duration of the site condition and of the geological conditions, either
bored piles or precast PC piles will be selected. For the selection of piling method, the
influence on adjacent facilities as well as other constrains such as a height limitation should
also be carefully considered. The preferable piling method may be recommended among the
various local practices as shown in Table 4.2.26.
4-111
Table 4.2.26 Preferable Pilling Method
Pile Type Precast Pile Cast in Situ Bored Pile
Final Report
Method Driving Method Earth Auger Method Reverse Circulation Method
1. Setting 2. Drilling 3. Drilling out
Crawier Crane
Rotary Table
Slash Tank Water Pump
Pump
Drill Pipe
Stand Pipe
Outline
Bit
Buck
Buck
Buck
4-112
Expect a most stable bearing capacity by using Using an earth-augur with a drilling bucket to Circulation of water by air-lift system to
this method, however, noise and vibration may excavate the soil. Difficult in drilling to rock stabilise the drilling hole and discharge the
cause damage to adjacent structures. substratum as well as drilling in underground excavated soil and rock by screening.
water.
Applicable
φ 300- 800mm φ 800- 3000mm Maximum φ1000-3000mm
diameter
Applicable
Maximum 25 (40m recorded) Maximum 60m Maximum 75m (record)
depth
Limited height
Not possible Possible Possible
piling
Cost Low Moderate Higher
Time Fast Moderate Slow
Final Report
2) Substructure Works
After the completion of the foundation works, substructure works subsequently proceeds with
the construction of abutments and pile caps/ footings. The construction of these substructures
shall be in conventional reinforced concrete.
3) Girder Erection
i) Pre-cast PC girder bridge (Prefabrication)
As for the pre-cast post-tensioned bridge available I and U shaped girders, these shall be
transported from the manufacturer’s factory to the site. In general, the beam is divided into
3-5 segments, which vary from 5 to 7m in length and they will be launched into position by a
crane. The tendon inserted into the girder will be tensioned on the temporary launching girder
and slide and place the girder on each bearing position at abutment and piers.
Figure 4.2.9 illustrates the arrangement of the temporary girder proposed. Once transported
to the span being erected, the beams will be shifted into their final position over the
elastomeric bearing pads with the aid of lateral winching system on rollers. Upon completing
the erection of the first span the erection girder crane system shall be moved ahead to launch
the following spans in series. Once the beams have all been installed the erection girder
crane will be dismantled.
STOCKED BEAM
ERRECTION GIRDER
ERRECTION GIRDER
STOCKED BEAM
BEAM
Figure 4.2.9 Erection girder for Precast girders
Figure 4.2.10 Erection of Precast PC girders by Mobile Crane
4-113
Final Report
The transverse diaphragm beams will then be cast in-situ and post-tensioned. The
construction of the deck slab shall be placed in between the PC girders.
The slab shall have a broom type finish to enhance adherence between the concrete and the
wearing course to follow. Finishing works including the approach slabs, reinforced concrete
barrier and other miscellaneous constructions shall be completed following the slab
construction. The backfilling will be carried out over the embankment at the abutments,
followed by all other miscellaneous finishing works associated with the bridge construction.
Photo-1: Precast PC-U girder Photo-2: Transport of PC-U girder
Photo-3: Erection of PC-U girder Photo-4: Form works of Diaphragm beam
Photo-5: Precast PC Sheet Piles Photo-6: Transport of PC Sheet Piles
Photo-7: Driving PC Sheet Piles Photo-8: Completion of Driven Piles

Source: Company profile of KOBE
Figure 4.2.11 Picture of Construction for PC Sheet pile and PC-U girder
4-114
Final Report
ii) Cast In-situ PC Box Girder Bridges

For the cast in-situ post-tensioned box girder bridges, the all staging system is a conventional
method for the erection of cast-in-situ box girder bridges. This method can minimize the
section of box girder compared to other erection methods without the impact associated with
a temporary working force during the erection. In this project, where it is possible to divert
the existing traffic during the construction, this method will be reasonably applied.
The superstructure is constructed over a working platform as long and wide as the
superstructure and required working space around as shown Figure 4.2.12. This platform is
supported by a scaffolding system placed underneath and founded on the ground level below.
Figure 4.2.12 All Staging System for Post-tensioned PC Box Girder
4-115
Final Report
4.2.6 External Conditions
(1) Transportation Facilities

Based on results of the traffic forecast, the number of traffic lanes of the roadway and
sidewalks on both sides are considered for public transportation service if necessary.
(2) Public Utilities
As the result of site investigations, several public utilities have been found around the
potential sites. The details of each utility have still not been identified. When the layouts of
the new facilities are designed, the removal of utilities should be studied and discussed with
the concerned authority during the detailed design. The attachment facilities with the bridge
and culvert should be appropriately designed for accommodating the utilities. The space and
method of attachment shall be given for the facilitation of public utilities inside and/or
outside of the bridge, such as communication cables, water supply pipe(s) and power cables
etc. This subject however, needs to be discussed more in the course of the detailed design.
Table 4.2.27 Result of study on obstructive materials
Transfer, removal/adjustment of expected obstructive materials

Pertinent Concerned
Item Description
agencies Subproject
BRT DKI ■ Removal of bus lane and shelter (2) RE. Martadinata
(3) Surawesi-Tg.PA
(4) Kuningan
(5) Pancorang
(8) Sudirman II
Electricity PLN ■ High-voltage wire：22kv, Low-voltage All subprojects except (10)
PGU wire 220V to be transferred ⇒Removal Senayan
of poles and raising/changeover of wire
necessary
■ Transfer of electric lamps
■ Transfer of underground electric wire
Telephone Indonesia ■ Transfer of telephone lines (overhead) All subprojects except (10)
Telkom ■ Relocation of optical fibre cable Senayan
Water PDAM ■ Transfer or relocation of water main All subprojects except (10)
supply ■ temporary diversion for water pipes for Senayan
local water supply
Gas PGN ■ Transfer or relocation of gas pipeline (1) Semanggi

PERTAMINA ■ Temporary diversion for gas pipeline (3) Surawesi-Tg.PA
(5) Pancorang
(9) Cikarang
4-116
Final Report
CHAPTER 5. IMPLEMENTATION, CONSTRUCTION AND

MAINTENANCE PLANS
The Consultant prepares following plans for the project:

1) Institutional arrangements,
2) Implementation program,
3) Procurement of Contractors,
4) Construction plan,
5) Operation and maintenance system
6) Technical assistance and transfer
5.1 Institutional Arrangements for Implementation
5.1.1 Related Institutions

The Consultant identifies how responsibilities are divided and operations are coordinated
among the organizations involved in the project.
Organizations involved in project implementation are generally divided into the following
groups:
 The Executing Agency directly responsible for implementing and procurement of the
project (Directorate General of Highways, DGH in this project);
 Government agencies supervising the Executing Agency (Ministry of Public Works,
Indonesia);
 Responsible for City Planning and Master Planning (DKI);
 Environmental Office in each Kotamadya (“city”, because project sites are located in
different Kotamadya);
 Government agencies or banks involved in disbursement (Ministry of Finance, MOF,
Indonesia)
5.1.2 DGH (Bina Marga): Executing agency
(1) Main tasks and functions of DGH (from DGH’s Home page)
Directorate General of Highways has the task:
"Formulating and implementing policy and technical standardization in the field of DGH in
accordance with the legislation."
In carrying out the task, the Directorate General of DGH has the following functions:
1) Formulation of policy and strategy in DGH, including the implementation of national,
provincial, regional, urban, and rural roads;
2) Implementation of DGH’s administration policies including programming and budgeting,
performance evaluation of the implementation of policies, development financing system
and investment patterns as well as emergency response and rehabilitation of road damage
caused by natural disasters;
3) Preparation of design codes, standards, guidelines, procedures, and criteria in the fields
of DGH;
4) Providing technical guidance and evaluation in DGH, including guidance for road
network system in province, districts, urban, and rural areas, as well as capacity building
and community empowerment;
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Final Report
5) Development of technical capabilities in DGH, and

6) Administration of Directorate General of Highways.
The organization of the executing agency, DGH, is shown in Figure 5.1.1.
Ministry of
Public Works
Legend
Directly related
Vice Minister of section of the Project
Public Works
Directorate
Ministry Expert for General of
DGH Highways
Secretary of
Directorate
General
Directorate of Directorate of Directorate of Directorate of Directorate of

Program Technical Affairs Implementation for Implementation for Implementation for
Region I Region II Region III
Sub-directorate of Sub-directorate of Sub-directorate of Sub-directorate of Sub-directorate of

Policy and Road Technical Controling System Controling System Controling System
Strategy Affairs (T.A.) of Region I of Region II of Region III

Programing & Bridge Technical Region IA Region IIA Region IIIA
Budgeting Affairs

Financing & Foreign Environ. & Road Region IB Region IIB Region IIIB
Cooperation Safety T.A.

System Develop. & Freeways & Region IC Region IIC Region IIIC
Perform. Evaluation Urban Road T.A.

Information & Land Acquisition Region ID Region IID Region IIID
Communication
Source: DGH
Figure 5.1.1 Organization of Directorate General of Highways
5-2
Final Report
(2) Managerial, technical and financial capabilities of DGH

Managerial capability
DGH had annual budget of Rp.16.6 trillion in total in 2010, including:
Rp. 8.8 trillion for new construction/improvement and
Rp. 5.6 trillion for road maintenance.
This project requires about Rp. 2 trillion if all nine subprojects are to be constructed. It
consists of 1/4 of the annual budget for new construction. Therefore, a staged construction
should be carefully planned.
Recently, DGH has carried out successfully four large Japanese ODA loan road projects as
shown in Table 5.1.1. That means DGH has sufficient managerial capacity for this project,
too.
Table 5.1.1 Recent DGH’s Large Road Projects (with Japanese ODA Loans)
Amount
Project Year provided Location
(million Yen)
Tanjung Priok Access Road Construction 2006 26,620 DKI
Project (II)
Tanjung Priok Access Road Construction 2005 26,306 DKI
Project (I)
North Java Corridor Flyover Project 2005 4,287 Northern Java island
(Flyovers at six intersections)
Urban Arterial Roads Improvement 1998 12,558 JABODETABEK
(UARI) in Metropolitan and Large Cities
Project
Technical capability
Although the national road network is still insufficient, the quality of new or maintained
roads is good. The main problems are congestion, delays, high operating costs, poor safety in
urban areas and overloading of vehicles.
Many DGH officers have received JICA’s technical training in both Japan and Indonesia.
DGH is definitely advancing in technical and management fields. DGH is capable to precede
the project and will learn much through executing the project.
Financial capability
In Indonesia, National arterial roads are in a relatively good condition, but almost half of
them are congested, pushing up costs for industry and trade, and the network comprises only
about 600 km of high-grade toll roads. Overall, out of the estimated minimum annual funding
requirements of Rp.31 trillion (US$ 3.3 billion), only Rp. 12 trillion (US$ 1.3 billion) is
currently allocated. This underlines the need for additional domestic and foreign financial
resources.
5.2 Implementation Schedule
(1) Major activities

The Consultant will prepare the implementation program, in consideration of the following
major activities:
 Environmental Impact Assessment period,
 Loan preparation period,
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Final Report
 Selection period of the Consultant for the Design (and supervision),

 Detailed Design (D/D) period,
 Construction tender period,
 Construction period,
 Operation and Maintenance period,
The implementation schedule with the construction plan of the project is discussed in details
in Chapter 11.
(2) Implementation Structures
There are three layers of implementation structures, such as PMU, SKS and ULP.
1) PMU (Project Management Unit)
Project Management Unit (PMU) has been established as a permanent office under the
Directorate of Program in DGH in accordance with the Director General’s decree
No.51/KPTS/DD/2009. PMU will coordinate among donors.
2) SKS (Satuan Kerja Sementara, Project Office)
DGH will set up SKS (Project office) for each project in accordance with Law No.
08/PRT/M/2010, under Directorate of Implementation Region II, when the land acquisition is
completed. SKS will monitor the project in the following items:
 Progress and quality of the project (in coordination with Directorate of Implementation
Region II and Balai (DGH’s regional office)),
 Budget and disbursement (in accordance with Directorate of Program),
 Technical matters (in accordance with Directorate of Technical Affairs)
3) ULP (Unit Layanan Pengadaan, Procurement Committee)
ULP has been established since April 2011 and has responsibility of procurement of
contractors and consultants in accordance with Presidential Decree No. 54 (2010). ULP
consist of at least five persons from all directorates of DGH. The staff should be certified by
National Procurement Agency (LKPP) in conducting the procurement.
5.3 Procurement of Contractors

The construction of the project will be carried out by contractors pre-qualified and employed,
through International Competitive Bidding (ICB) and unit price contracts.
1) Procurement Procedures
Procurement procedures should follow JICA’s guidelines and sample documents such as:
 Handbook for Procurement under Japanese ODA Loans, JICA, March, 2009,
 Sample Pre-Qualification Documents under Japanese ODA Loans, JICA, April 2010,
 Sample Bidding Documents under Japanese ODA Loans, JICA, June 2009,
 Evaluation Guide for Prequalification and Bidding under Japanese ODA Loans, JICA,
June 2010
 Guidelines for Environmental and Social Considerations, JICA, April 2010
2) Bidding Package
The Consultant will prepare the bidding package not only in the technical aspect, but also in
compliance with the above Guidelines.
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Final Report
5.4 Construction Plan
1) Construction Methods
The Consultant proposes appropriate construction plans in terms of safety, reliability,
technical feasibility and environmental impact.
2) Supervision of the Construction
The Consultant prepares supervision responsibility plan applicable to the Executing Agency,
contractors and consultant. The plan should include an appropriate supervision system,
including monitoring and inspection.
3) Construction Schedule
The construction schedule could affect the project cost, as well as the annual financing plan
and disbursements of the ODA loan. The Consultant prepares the construction schedule using
the previous performance of similar projects in Indonesia, in consideration of natural and
social conditions. The schedule of each project is usually presented by bar chart as shown in
Figure 5.4.1.
For the schedule calculation, performance of UARI and similar projects are used as shown in
Table 5.4.1.
4) Land Acquisition, resettlement and compensation
When the project involves land acquisition, resettlement and compensation, the Consultant
carefully studies the site conditions and plans the necessary procedure for future EIA and
resettlement program.
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Final Report
Figure 5.4.1 Required Construction Period

5-6
Final Report
Table 5.4.1 Base Reference Performance for Construction Period Calculation

Reference performance
No. Work items
(UARI and other similar projects)
1 Road works 5,000 sq.m/month
2 Excavation 600 cu.m/day
3 Piling works 2 Nos./day
4 Bridge abutment works 14 days/each
5 Bridge pier works 10 days/each
6 Erection of girders and slabs 800 sq.m/month
7 Retaining wall (H=2 m) 5 m/day
8 Reinforced earth wall (H=4 m) 4 m/day
9 PC sheet piles 4 each/day/machine
10 Secant piles 2 each/day/machine
The detailed construction schedule of each project is included in Appendix.
5.5 Operation and Maintenance System

The Consultant proposes the operation and maintenance methods to ensure:
 Efficient and safe operation of the planned facilities,
 Adequate plan for maintenance,
 The funds necessary for operation and maintenance will be obtained through budgetary
allocation or revenues generated from the project.
In the case where the project generates revenues, pricing policy and the tariff collection
scheme are analyzed in conjunction with the financial position of the agency responsible for
operation and maintenance.
5.5.1 Organization for Construction and Maintenance
For constructoon and O/M of national road/bridge, new administaration Balai System
(“Balai” is an Indonesian word as “Center”) started in January 2007 and currently 10 Balai
regional offices cover 33 provinces. Balai is a regional office of the central government
which covers several provinces, takes comprehensive charge of planning, implementation and
O&M of regional infrastructure financed by the national budget.
Chief of Balai Public & Civil Service/
Umum Dan Kepegawaian
Administration/ Finance/ Keuangan

Tata Usaha
Technical Administration/
Administrasi Teknik
Implementation/ Quality Management System/ Testing and Equipment/

RENWAS
Pelaksanaan Sistem Mnagemen Mutu Pengujian dan Peralatan
Technical Planning/
Perencanaan Teknis Development/ Document Control/ Tests/ Pengujian
Pembangunan Pengendalian Dokumen
Technical Supervision/
Pangawasan Teknis Maintenance/ Control System/ Tools/ Peralatan
Premeliharaan Pengendalian Sistem
Technical Administration/
Administrasi Teknik
Figure 5.5.1 Organization Chart for Balai System
5-7
Final Report
Under Balai, project unit named “SNVT” do each work of planning, design/supervision, new
constrcution, improvement, rehabilitation and routine maintenance.
Table 5.5.1 Responsibility for Each SNVT under Balai
Responsibility of Works
SNVT Periodic
New Construction Improvement Maintenance Routine Maintenance
/ Rehabilitation
Planning,
Design Design Design
Design/Supervision
Road
Development Road (Large) Large Bridges
Short Bridges
All Roads All Roads (Direct)
Maintenance Road (Small)
Small Bridges All Bridges (Direct)
5.5.2 Budget for Construction and Maintenance

Directorate General of Highways (DGH) is responsible for National, Provincial and regional
roads in planning, construction and maintenance. The annual budget is shown in Table 5.5.2
and Figure 5.5.2. The maintenance budget is increasing but still insufficient because the road
conditions are still “15 % not stable”, even in all National roads as shown in Table 5.5.3.
The toll roads maintenance is not included in the DGH budget because it is responsible for
the investment company, such as PT. Jasa Marga.
5-8
Final Report
Table 5.5.2 Budget for Maintenance and Construction

Unit: Rp. Million
No. Description 2005 2006 2007 2008 2009 2010
Construction/
1 4,037,588 5,531,495 6,866,413 11,712,311 10,832,498 8,834,539
Improvement
2 Maintenance 1,260,494 1,616,426 2,645,326 2,875,811 5,096,429 5,614,939
Re-construction for
3 - - - - 550,497 30,989
disaster
Planning & Regional
4 171,369 266,650 311,148 569,842 628,910 636,359
Offices
5 Central office 291,506 845,133 1,001,061 1,286,279 1,066,427 1,032,603
Government
6 - - - 382,074 447,200 503,023
employees' salary
Total 5,760,957 8,259,704 10,823,948 16,826,317 18,621,961 16,652,452
Situation Actual Actual Actual Actual Actual Planned
Source: DGH
Source: DGH
Figure 5.5.2 Budget for Construction, Maintenance and Others
5.5.3 Existing National Roads and Bridge Conditions

Existing National road and bridge conditions of DKI and all Indonesia are presented in Table
5.5.3 and Table 5.5.4, Figure 5.5.3 and Figure 5.5.4. DKI is chosen for the analysis because
JABODETABEK regional data is not available. Following comments can be made:
1) National Roads Conditions
 In DKI, all National roads are “stable”, well maintained.
 In all Indonesia, 15 % is still in “not stable” conditions.
 In all Indonesia, 11 % is still either gravel or earth roads.
2) National Roads’ Bridge Conditions
 In DKI, 13 Nos. (36 %) of bridges out of 36 Nos. are still “heavily damaged”, that
means not sufficiently maintained.
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Final Report
 In all Indonesia, 67 % of bridges are “Very good” or “Good” conditions.

Table 5.5.3 Road Conditions in National Roads (2009)
Condition Pavement
Total
Area Length Asphalt or Gravel or
Stable Not Stable
(km) concrete earth
(km) (km)
(km) (km)
DKI 122 122 0 122 0
100% 0% 100% 0%
Indonesia 34,629 29,584 5,045 30,938 3,690
85% 15% 89% 11%
Source : Subdit Data dan Informasi, Direktorat Bina Program
Table 5.5.4 Bridge Conditions in National Roads (as of 5 January 2010)

No. of Bridges
Collapse
Conditions
Area condition
Total
Very Slightly Heavily Critical No bridges
Good
Good damaged damaged condition exist
DKI 0 4 17 13 2 0 36
0% 11% 47% 36% 6% 0% 100%
Indonesia 7,691 4,348 3,522 1,529 540 344 17,964
43% 24% 20% 9% 3% 2% 100%
Source : Subdit Data dan Informasi, Direktorat Bina Program, DGH, Dep. MPW
DKI Jakarta,
L=122 km,
100 % stable
Source : Bina Narge, website

Figure 5.5.3 Road Conditions of National Roads
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Final Report
Source : Bina Narge, website

Figure 5.5.4 Bridge Conditions of DKI (2010)
5.5.4 Maintenance Cost for this Project

Maintenance cost is important in project appraisal, in particular economic analysis.
Furthermore, maintenance costs for roads and structures (flyovers and underpasses) are
different. In this Project, major facilities are flyovers and underpasses. Therefore, “structure-
oriented” maintenance cost is estimated, using past data. The obtained results are as follows:
Table 5.5.5 Maintenance Cost Estimate
Structure Maintenance cost per year
Flyover (incl. road parts) 0.5 % of civil work cost
Underpass (incl. road parts) 1 % of civil work cost
5.6 Technical Assistance and Transfer

Technical assistance, usually in the form of providing engineering, financial, operational or
development expertise, is useful for ensuring the sustainability of benefits and effects
generated by the project.
 The Consultant studies whether it is necessary to provide technical assistance or training
for the staff of the facilities related to the project executing or operating agency.
 When such assistance or program is deemed necessary, the Consultant will propose the
outline of the assistance program.
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CHAPTER 6. PROJECT COST ESTIMATE
(confidential)
6.1 Composition of Project Cost

(confidential)
6.2 Estimate of Project Cost

(confidential)
6-1
Final Report
Table 6.2.1 Project Cost Estimate
(confidential)
6-2
Table 6.2.2 Summary of Construction Cost Estimate (May 2011, Unit: Rp. Mil.)
(confidential)
6-3
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Final Report
6.3 Japanese ODA Loan Criteria and the Non-Eligible Items

(confidential)
6.4 Financing Plan

(confidential)
6-4
Final Report
6.5 Price Escalation

(confidential)
Table 6.5.1 Price Index in Indonesia
(confidential)
6-5
Final Report
(confidential)
Figure 6.5.1 Various Price Indices in Indonesia
Table 6.5.2 Weighted Average Increase/year
(confidential)
6-6
Final Report
CHAPTER 7. ECONOMIC ANALYSIS
7.1 Overview
(confidential)
7.2 Comparison of Benefits and Costs

(confidential)
7.3 Assumptions of Economic Evaluation

7.3.1 General Assumptions of Economic Evaluation
(confidential)
7-1
Final Report
Table 7.3.1 Factors for Converting Financial into Economic Prices
(confidential)
7.3.2 Basic Calculation of Unit Value for Benefit Estimate

(confidential)
Table 7.3.2 Vehicle Operating Cost
(confidential)
7-2
Final Report
Table 7.3.3 Time Value of Passenger in 2010
(confidential)
Table 7.3.4 Passenger Occupancy Rate and Time Value of Each Vehicle Unit
(confidential)
Table 7.3.5 Time Value of Trucks
(confidential)
7-3
Final Report
7.4 Result of Economic Analysis

(confidential)
Table 7.4.1 Summary of Economic Analysis of Sub-Projects and Alternatives
(confidential)
7.4.1 Semanggi Junction

(confidential)
7-4
Final Report
Table 7.4.2 Summary of Economic Analysis Result for Semanggi Improvement
(confidential)
7-5
Final Report
Table 7.4.3 Cash Flow of Benefit-Cost Analysis for Semanggi Improvement (Alt. 1)
(confidential)
7-6
Final Report
Table 7.4.4 Cash Flow of Benefit-Cost Analysis for Semanggi Improvement (Alt. 2-1)
(confidential)
7-7
Final Report
Table 7.4.5 Cash Flow of Benefit-Cost Analysis for Semanggi Improvement (Alt. 2-2)
(confidential)
7-8
Final Report
(confidential)
7-9
Final Report
(confidential)
7-10
Final Report
Table 7.4.8 Sensitivity Analysis of Economic Analysis for Semanggi Improvement
(confidential)
7.4.2 R.E. Martadinata Intersection

(confidential)
7-11
Final Report
Table 7.4.9 Summary of Economic Analysis Result for R.E. Martadinata FO
(confidential)
Table 7.4.10 Cash Flow of Benefit-Cost Analysis for R.E. Martadinata FO
(confidential)
7-12
Final Report
Table 7.4.11 Sensitivity Analysis of Economic Analysis for R.E. Martadinata FO
(confidential)
7.4.3 Sulawesi - Tg.PA Intersection

(confidential)
Table 7.4.12 Summary of Economic Analysis Result for Sulawesi - Tg.PA FO
(confidential)
7-13
Final Report
Table 7.4.13 Cash Flow of Benefit-Cost Analysis for Sulawesi - Tg.PA FO
(confidential)
7-14
Final Report
Table 7.4.14 Sensitivity Analysis of Economic Analysis for Sulawesi - Tg.PA FO
(confidential)
7.4.4 Kuningan Intersection

(confidential)
Table 7.4.15 Summary of Economic Analysis Result for Kuningan UP
(confidential)
7-15
Final Report
Table 7.4.16 Cash Flow of Benefit-Cost Analysis for Kuningan UP
(confidential)
7-16
Final Report
(confidential)
7-17
Final Report
Table 7.4.17 Sensitivity Analysis of Economic Analysis for Kuningan UP
(confidential)
7.4.5 Pancoran Intersection

(confidential)
Table 7.4.18 Summary of Economic Analysis Result for Pancoran FO
(confidential)
7-18
Final Report
Table 7.4.19 Cash Flow of Benefit-Cost Analysis for Pancoran FO
(confidential)
Table 7.4.20 Sensitivity Analysis of Economic Analysis for Pancoran FO
(confidential)
7-19
Final Report
7.4.6 Pinang Baris Intersection

(confidential)
Table 7.4.21 Summary of Economic Analysis Result for Pinang Baris FO
(confidential)
7-20
Final Report
Table 7.4.22 Cash Flow of Benefit-Cost Analysis for Pinang Baris FO
(confidential)
7-21
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Table 7.4.23 Sensitivity Analysis of Economic Analysis for Pinang Baris FO
(confidential)
7.4.7 Katamso Intersection

(confidential)
Table 7.4.24 Summary of Economic Analysis Result for Katamso UP
(confidential)
7-22
Final Report
Table 7.4.25 Cash Flow of Benefit-Cost Analysis for Katamso UP
(confidential)
7-23
Final Report
Table 7.4.26 Sensitivity Analysis of Economic Analysis for Katamso UP
(confidential)
7.4.8 Sudirman II Intersection

(confidential)
Table 7.4.27 Summary of Economic Analysis Result for Sudirman II FO
(confidential)
7-24
Final Report
Table 7.4.28 Cash Flow of Benefit-Cost Analysis for Sudirman II FO
(confidential)
7-25
Final Report
Table 7.4.29 Sensitivity Analysis of Economic Analysis for Sudirman II FO
(confidential)
7.4.9 Cikarang Area

(confidential)
Table 7.4.30 Summary of Economic Analysis Result for Cikarang Road Improvement
(confidential)
7-26
Final Report
Table 7.4.31 Cash Flow of Benefit-Cost Analysis for Cikarang Road Improvement
(confidential)
7-27
Final Report
(confidential)
7-28
Final Report
(confidential)
7-29
Final Report
Table 7.4.32 Sensitivity Analysis of Economic Analysis for Cikarang Road Improvement
(confidential)
7.4.10 Senayan Roundabout

(confidential)
Table 7.4.33 Summary of Economic Analysis Result for Senayan Road Improvement
(confidential)
7-30
Final Report
Table 7.4.34 Cash Flow of Benefit-Cost Analysis for Senayan Road Improvement (Alt. 1)
(confidential)
7-31
Final Report
(confidential)
7-32
Final Report
(confidential)
7-33
Final Report
(confidential)
7-34
Final Report
(confidential)
7-35
Final Report
Table 7.4.39 Sensitivity Analysis of Economic Analysis for Senayan Road Improvement
(confidential)
7-36
Final Report
CHAPTER 8. ENVIRONMENTAL AND SOCIAL

CONSIDERATIONS
8.1 Environmental Impact Assessment Law and relevant guidelines in

Indonesia
8.1.1 EIA Legislation
(1) Major Laws and Regulations
Indonesian Laws regarding Environmental Impact Assessment (hereinafter referred to as
“AMDAL”) have been established in accordance with “Law No.4 of 1986 Concerning
Environmental Management” and operated since 1986. Then Government Regulation No.51
of 1993 concerning Environmental Impact Assessment was established and revised in 1999.
Furthermore AMDAL is defined as a measure for the environmental protection and
management in “Law No.32 of 2009 regarding Environmental Protection and Management”.
Relevant major laws are shown in the table below.
Table 8.1.1 Major Laws and Regulations regarding AMDAL
Category of Law/
Name of Law / Contents
Regulation
Law No. 23 of 1997 Environmental Management (Requirements of AMDAL)
Law No.32 of 2009 regarding Environmental Protection and Management
Law
(AMDAL is clarified as one of the measures for environmental protection and
management)
No.40 of 2000 (Guidelines for Work System of the Evaluator Committee)
No.41 of 2000 (Establishment of Regencial/Municipal Evaluator Committee)
No.42 of 2000 (Establishment of Central Government Evaluator Committee)
Decree of State
No.17 of 2001 (Types of Business and/or Activity Plans that are Required to be
Ministry for the
Completed with the AMDAL)
Environment
No.30 of 2001 (Environmental Audit)
No.11 of 2006 (Types of Business and/or Activity Plans that are Required to be
Completed with the AMDAL)
No.12 of 1994 (Guidelines for Environmental Management and Monitoring
Process)
No.299 of 1996 (Technical Guidelines for social impacts)
Decree of Head of
No.105 of 1997 (Guidelines for Environmental Management and Monitoring)
Environment Impact
No.2 of 2000 (Guidelines for AMDAL Document Evaluation)
Management Agency
No.8 of 2000 (Community Involvement and Information Openness)
No.9 of 2000 (Guidelines for Preparation of Environment Impacts Assessment)
No.8 of 2006 (Guidelines for Analysis of Environment Impacts Assessment)
No. 2863 of 2001:(Types of Business and/or Activity Plans that Require an
Local Government
AMDAL), DKI
Source : Indonesian environmental laws and relevant regulations
Mandatory list of a full EIA (AMDAL) is presented below.

According to the table, construction of a flyover or underpass which is more than 2km in
length or requires more than 5ha land acquisition shall complete the AMDAL process in
accordance with the decree.
However the criteria for AMDAL varies with different local governments, for instance, 750m
is the criteria for flyovers and underpasses in the regulations of DKI. Therefore, the criteria
for AMDAL should be confirmed after project selection.
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Final Report
Table 8.1.2 Mandatory List for AMDAL (Flyover, Underpass and Road improvement)
Regional a. Toll Road Construction All scales
Infrastructure b. Flyover Road & Underpass Construction ≧2km
(DKI: 750m)*1
Construction of Bridge ≧500m
Construction and/or improvement of road with widening to outside of
the area belonging to the road
a. Big city/ metropolitan
- Length ≧5km (4km*1)
- Or extent of areas ≧5ha(2.5ha*1)
b. Medium City
- Length ≧10km
- Or extent of area ≧10ha
c. Rural
- Length ≧30km
Source: Decree of State Minister for the Environment No.17/2001 on Types of Business and/or Activity Plans that
require an Environmental Impact Assessment
Decree of State Ministry for the Environment No.11 of 2006 on Types of Business and/or Activity Plans that
Require an Environmental Impact Assessment
*1: Environmental Regulation of DKI (No. 2863 of 2001: Types of Business and/or Activity Plans that
Require an AMDAL)
(2) AMDAL Process

A proponent shall submit a proposal which explains the project outline and forecast impacts
such as land acquisition to the Governmental Environmental Authority. The environmental
authorized organization will conduct screening in accordance with the mandatory list for
AMDAL. In the case of an AMDAL, the proponent shall submit a ToR for EIA (KA-
ANDAL) to the AMDAL Committee, and then it will be reviewed and approved. The
proponent shall prepare and submit an Environmental and Social Impacts Assessment Report
(ANDAL), Environmental Management Plan (RKL), Environmental Monitoring Plan (RPL)
and Summary Report. The AMDAL Committee reviews and approves them within 75 days
unless significant adverse impacts are predicted.
(3) UKL and UPL Process
The series of UKL and UPL processes are as follows;
 The proponent conducts draft screening based on the relevant laws and submits an
application form and project outline to the authorized environmental agency (hereinafter
referred to as “The EAA”) in City, District or DKI.
 The EAA conducts formal screening based on the documents which were submitted
from the proponent and notifies the proponent of the results
 The proponent prepares a draft UKL&UPL report and submits it to the EAA
 The EAA and the evaluation committee reviews the draft UKL&UPL report and makes
comments within 7 days
 The proponent finalizes the report in accordance with the comments from the EAA and
submits it to the EAA again within 7 days
 The EAA reviews the final report and issues an environmental license
According to interviews with the EAA in Medan and DKI, the duration of the process for
UKL/UPL is approximately 2 to 3 months, and 5 to 7 months for an AMDAL.
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Final Report
Application of Project Criteria of Screening (AMDAL)

(in case of National Law)
1.Flyover, Underpass : length>= 2km
2. Bridge : length >=500m
Screening 3. Extension area >= 5ha
AMDAL Process Not AMDAL Process

(ANDAL+RKL+RPL) (UKL+UPL)
1. ID+P.Comment 30days
2. SHM
Submission of UKL+UPL
Submission of ToR
(with drawings)
(KA-ANDAL)
3. P. Comments
(KA-ANDAL)
Review+ Comments Review+ Comments
within
7days
Submission of Documents Revision of UKL+UPL and

(ANDAL+RKL+RPL) Submission
4. P. Comments
within
(ANDAL/RKL/RPL) 45days 7days
Not Review+ Comments Approval
Within
75days
Approval Implementation of Project

(Issue the Decision on
Environmental Worthiness)
Monitoring
Submission of Monitoring
Report to relevant organization
Source: No.8 of 2000 (Decree of Head of Environmental Impact Management Agency Community Involvement and
Information Openness)
1. ID+Public Comments: The proponent shall announce the project outline and schedule through media
(newspaper, radio, proponent’s and prescribed office and public board prescribed by proponent). The
stakeholders (public) have the right to advice, response and send opinions regarding announced business
and project for 30days after the announcement
2. SHM: The proponent shall announce a public consultation through media (newspaper, radio,
proponent’s and prescribed office and public board prescribed by proponent), and hold it. The proponent
shall explain project outline, schedule, forecast impacts and items to be surveyed and analyzed.
3. Public Comment: Public comments regarding draft KA-ANDAL shall be submitted to the environmental
authorized committee 3 days before the reviewing by the AMDAL Committee
4. Public Comments: Public Comments regarding draft ANDAL/RKL/RPL shall be submitted to the
Governmental Environmental Authority within 45 days after receiving draft ANDAL/RKL/RPL
Figure 8.1.1 Law-Based EIA Approval Procedures
(4) Gaps with JICA Guidelines for Environmental and Social Considerations (April 2010)
When comparing the content of JICA Guidelines for Environmental and Social
Considerations (April 2010) (hereinafter referred to as “JICA’s guidelines”) and the
requirements of Indonesian relevant laws, no significant differences have been identified.
However items in the JICA Guidelines are detailed
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Final Report
A full comparison is provided below in the next table:

Table 8.1.3 Indonesia’s and JICA’s Guidelines -A Comparison of Requirements-
Scope of Impacts for Evaluation in Environmental Assessments
Item JICA Guidelines Indonesia
Direct and immediate impacts of projects, their
derivative, secondary, and cumulative impacts as well Direct/indirect, magnitude and time
Potential
as the impacts of projects that are indivisible from the frame
project
Environmental impacts on a trans-boundary or global
Affected Area Project-related impacts
scale, e.g. global warming
[Social Environment]
Social
Involuntary resettlement, Local economy,
(Demographics, Economics, Culture
employment and livelihood, Land use and local
and land acquisition)
resources utilization, Existing social infrastructures
and services, Local communities, Benefit and damage
Physical Chemistry
misdistribution, Gender, Children’s rights, Cultural
(Land use)
heritage, Local conflicts of interests, Public
sanitation, Infectious diseases such as HIV/AIDS,
Public Health
Water usage and rights, Traffic accidents
Target Items Biology
[Natural Environment]
(Fauna and, Flora)
Global warming, Biota and ecosystems, Geographical
features, Soil erosion, Underground water,
Physical Chemistry
Hydrological situation, Coastal zone (mangroves,
(Geographical features, Hydrological
coral reefs, tidal flats, etc.), Climate, Landscape
situation
[Pollution]
Air pollution, Water pollution, Soil contamination, Physical Chemistry
Waste, Noise and vibration, Ground subsidence, (air, water, noise and vibration)
Offensive odours, Bottom sediment in sea and rivers
Source: JICA Guidelines for Environmental and Social Considerations （April 2010）
No.9 of 2000 (Decree of Head of Environment Impact Management Agency / Guidelines for Preparation
of Environment Impacts Assessment)
8.1.2 Governmental Environmental Authority

In Indonesia, the Governmental Environmental Authority varies according to character of the
project, scale and location. With regard to the target sub projects, since each project site is
located in single local government, the governmental environmental authority is in the
District (Kabupaten), City (Kota) and DKI respectively. The environmental committee will
be setup in Central, West, South and North Jakarta City, Bogor regency, Bekasi regency,
Tangerang City and Medan City respectively.
Table 8.1.4 Environmental Authorized Government Agency by Project Type
Environmental
Name of Committee Project Type / Character
Authorized Agency
(a) Central AMDAL  Strategic project regarding National defence and security
Committee  Specific project
 Project which is located in more than two provinces Minister of
 Project which is located in conflict area with another Environment
country
 Project which is located in a marine area (22.2kms range
from shoreline)
(b) Province AMDAL  Project which has significant environmental impacts to
Committee inhabitants over a wide range Provincial Governor
 Project which is located in more than two districts or cities
 Project which has conditions with the exception of (a)
(c) District / City  Project which has conditions with the exception of (a) and District Governor /
AMDAL (b) Mayor / Metropolitan
Committee Governor
Source: Decree of State Ministry for the Environment No. 40 and 41 of 2000 on Establishment of Municipal
Evaluator Committee for Environmental Impact Assessment
8-4
Final Report
Ministry of Public Works

Djoko Kirmanto
Vice Ministry of Public Works
Directorate General of Hermanto Dardak
Highways
Djoko Murjanto Ministry Expert
Secretary of Directorate for Bina Marga
General Setia Budhy Algamar
Chairul Taher
Directorate of Directorate of Directorate of Implementation Directorate of Implementation Directorate of Implementation

Program Technical Affairs for Region I for Region II for Region III
Harris Batubara Purnomo Asep Sudardjat Winarno Muh. Iqbal Pane

Policy and Strategic Road Technical Controlling System of Controlling System of Controlling System of
Affairs Region I Region II Region III
Slamet Muldjono Hedy Rahadian Agusta Ersada Sinulingga Bambang Hartadi Solo Riyadi Limbong

Programing and Bridge Technical Affairs Regional I A Regional II A Regional III A
Budgetting
Soebagiono Iwan Zarkasi Langgeng Mulyo Thomas Setiabudi Triss Prasidhawaty S.

Financing and Environmental & Road Safety Regional I B Regional II B Regional III B
Foreign Cooperation Technical Affairs
Bambang Eko H. Herry Vaza Zamharir Basuni Masrianto Hari Laksmanto

System Development & Freeway & Urban Road Regional I C Regional II C Regional III C
Performance Evaluation Technical Affiars
Darda Daraba Arief Witjaksono Djoko Sulistyono Andriananda Paul Ames Holomoan

Information and Land Acquisation Regional I D Regional II D Regional III D
Communication
Mohammad Ajito Suprapto Achmad Hery Marzuki Tasripin Sartiyono Suharjanto
Badan Pengatur Jalan Tol

Chairman : Gani Ghazali
Secretary : Yusid Toyib
Member : -
Agency of Environmental Management (Local Government)
<DKI Jakarta>
Central Jakarta
North Jakarta Kab. Bekasi Kota. Tangeran Kab. Bogor Kota. Medan
South Jakarta
West Jakarta
Source: Ministry of Public Works (as of February, 2011 )
Figure 8.1.2 Organization Chart regarding Environmental Activities
8-5
Final Report
8.2 Initial Environmental Evaluation for Screening of 10 Projects

8.2.1 Expected Facility and Screening based on the Law
The project components are construction of flyovers and underpasses at congested
intersections, and improvement of roads.
The candidate sites, project outline and draft screening results are shown below.
Table 8.2.1 Project Outline and Draft Screening
Candidate and Location Project Outline
Governmental Target Structure
Adjacent
Location Environmental Facility* Length
infrastructure
Authority (app.m)
Road
1. Semanggi Central Jakarta City 217m Toll road
Imp.
2. Margonda Cinere South Jakarta City UP 730m -
3. Cililitan Central Jakarta City UP 430m -
4. R.E.Martadinata (TJ Priuk) North Jakarta City FO 725m -
5. Sulawesi- Tg.PA North Jakarta City FO 318m -
6. Latumenten West Jakarta City FO 500m Toll road
7. Sudirman-Daan Mogot Tangerang City FO 550m -
8. Kuningan Central Jakarta City UP 1,018m Toll road
9. Pancoran South Jakarta City FO 634m Toll road
10. Cilandak South Jakarta City UP 370m Toll road
11. Fatmawati South Jakarta City FO 450m Toll road
12. Ciawi-Bogor Bogor Regency FO 540m -
13. Pinang Baris Medan City FO 533m -
14. Asrama-Gatot Subroto Medan City FO 530m -
15. Katamso Medan City UP 360m -
16. Sudirman II Tangerang City FO 570m -
Road imp.(without
widening)
FO
app. 2km
17. Cikarang Bekasi Regency Bridge Toll road
(FO: 71m and
Road
190m, Bridge:
50m/ Total 311m)
Design is not fixed
At-grade,
18. Senayan South Jakarta City at the moment -
FO/UP
(L<750m)
* FO: Flyover, UP: Underpass
8.2.2 Major Environmental and Social Issues at each Candidate Site

Some environmental and social key issues are picked up through initial environmental
examinations at each site. Since most candidate sites are located along urbanized area with
residential and commercial areas, land acquisition is the most considerable issue from the
view of social impacts. Furthermore, public infrastructure such as schools, hospitals and
mosques should be considered.
The results of environmental and social evaluations for project screening are shown below.
8-6
Final Report
Table 8.2.2 Evaluated Index for Project Screening

Indicator Description
Number of affected structures as shown on satellite
a) Resettlement
Social Env.
images based on the provisional design.
Affected schools, hospitals, markets and other
b) Affected Public infrastructure
public facilities
c) Affected Religious facilities Affected mosques and churches
Affected vegetated area as shown on satellite
d) Affected planted area(app.(ha))
images
Magnitude of impacts
Significant: Flyover unadjacent to another elevated
e) Impacts regarding Landscape road or facility
Natural Env.
Low: Flyover adjacent to an another elevated road

Low: Underpass
Magnitude of impact
Positive: decrease of traffic volume, extension of
decay distance (noise and vibration) or diffusion
f) Impact regarding Air Quality,
distance (air) and increase of traffic speed
Noise and vibration
Negative: increase of traffic volume, shortening of
decay distance (noise and vibration) or diffusion
distance (air) and decrease of traffic speed
Quantitative analysis and evaluation was given on resettlement such as affected structures,
hospitals and mosques and affected vegetated area through initial environmental examination.
Although other items such as landscape may be affected by the project, it has difficulty to
analyze quantitatively since the impact of landscape is sensory. Furthermore, construction of
flyover unadjacent to another elevated road may give significant impact on common
landscape, however there are not any considerable aesthetic landscape such as natural and
cultural heritage in the project area.
Thus the number of affected structures is selected as a major indicator for selection of sub
project from 18 candidates.
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Final Report
Table 8.2.3 Preliminary Environmental and Social Evaluation

Evaluated Item Social Env. Impact Natural Env. Impact Pollution
b) c) d) e) f)
a) Resettlement
Affected Affected Affected Impact Impact
*Provisional affected
Public Religious planted regarding regarding
structures and area
Candidate and infra. facility area Landscape Air Quality
(as of March 2011)
Environmental Authority (app.(ha)) Noise, Vib.
Central
1. Semanggi 0 0 0 3ha Low Positive
Jakarta City
South 100
2. Margonda Cinere 0 0 Negligible Significant Positive
Jakarta City With squatters
1 1
Central
3. Cililitan 50 Market Mosque 0.2ha Significant Positive
Jakarta City
(compound) (compound)
4. R.E.Martadinata North 10 1
0 0.2ha Significant Positive
(TJ Priuk) Jakarta City (40 fixed stall) Bus St.
North
5. Sulawesi- Tg.PA 50 0 0 0.8ha Significant Positive
Jakarta City
1 1
West Jakarta
6. Latumenten 30 Hospital Mosque Negligible Low Positive
City
(compound) (compound)
2
7. Sudirman-Daan Tangerang
70 Schools 0 0.4ha Significant Positive
Mogot City
(compound)
Central
8. Kuningan 10 0 0 0.3ha Low Positive
Jakarta City
South
9. Pancoran 0 0 0 0.4ha Low Positive
Jakarta City
South
10. Cilandak 10 0 0 1.2ha Positive
Jakarta City
South
11. Fatmawati 10 0 0 0.3ha Positive
Jakarta City
Bogor
12. Ciawi-Bogor 70 0 0 Negligible Significant Positive
Regency
13. Pinang Baris Medan City 80 0 0 0 Significant Positive
14. Asrama-Gatot
Medan City 80 0 0 1.2ha Significant Positive
Subroto
15. Katamso Medan City 50 0 0 Negligible Significant Positive
1
Tangerang
16. Sudirman II 10 Market 0 0.7ha Significant Positive
City
(compound)
Main Road and Bridge
0 0 Negligible Low Negative
10
Connection 1: 0 0 0 Negligible Low Negative
Road
17. Cikarang
Bekasi Sub Total : 2: 10 0 0 Negligible Low Negative
Regency 10 3: 0 0 0 Negligible Low Negative
Flyover: 0 0 0 Negligible Low Negative
Total : 20 0 0 Negligible Low Negative

South 1
18. Senayan 10 0 Negligible Significant Positive
Jakarta City (compound)
Note-1: Significant: The target flyover unadjacent to another elevated road or facility, Low: The target flyover adjacent to an
another elevated road or target structure is underpass
Note-2: Positive: decrease of traffic volume, extension of decay distance (noise and vibration) or diffusion distance (air) and
increase of traffic speed, Negative: increase of traffic volume, shortening of decay distance (noise and vibration) or
diffusion distance (air) and decrease of traffic speed
8-8
Final Report
8.3 Screening and Scoping for Environmental and Social Considerations

8.3.1 Project Outline and Screening based on the Law
The project components are construction of flyovers and underpasses at congested
intersections, and improvement of roads.
The selected 10 Sub-projects in the 1st stage and their project outline and draft screening
results are shown below.

Candidate and Location Project Outline Draft Screening
AMDAL or
Governmental Target Structure in accordance
Adjacent UKL/UPL
Location Environmental Facility Length with Indonesian
infrastructure Approval
Authority (app.km) law *1
Road
1. Semanggi Central Jakarta City 217m Toll road UKL+UPL -
Imp.
2. R.E.Martadinata
North Jakarta City FO 725 m - UKL+UPL -
(TJ Priuk)
Approved
(included in
3. Sulawesi- Tg.PA North Jakarta City FO 318 m - UKL+UPL
TgPA
AMDAL)*3
4. Kuningan Central Jakarta City UP 1,018 m Toll road AMDAL -
5. Pancoran South Jakarta City FO 634 m Toll road UKL+UPL -
6. Pinang Baris Medan City FO 533 m - UKL+UPL Expired*4
7. Katamso Medan City UP 360 m - UKL+UPL -
8. Sudirman II Tangerang City FO 570 m - UKL+UPL -
Road imp.(without
Road widening)
imp. app. 2km
9. Cikarang Bekasi Regency Toll road UKL+UPL -
FO (FO: 71m and
Bridge 190m, Bridge:
50m/ Total 311m)
Unspecified due to
At-grade, Expected
10. Senayan South Jakarta City under discussion - -
FO/UP UKL+UPL
(L<750m)
Note ) *1: Refer to Table 8.1.2 Mandatory List for AMDAL (Flyover, Underpass and Road improvement)
*2 : The criteria of AMDAL in DKI is 750m of length for flyovers and underpasses (No. 2863 of 2001: Types of
Business and/or Activity Plans that Require an AMDAL, DKI)
*3 : Kuningan under pass is one of facilities in the Tanjung Priok Access Road Project, AMDAL approval of the
project had been issued in December 2004 and the project is under construction
*4 : UKL/UPL approval for Pinan Baris had been issued in December 2008, however 3 years validity period after
approval without construction activities is expired
All target facilities are required to prepare UKL&UPL except No.8 Kuningan in accordance
with relevant regulations at the moment.
Thus implementation of UKL/UPL on the 6 sub-projects and AMDAL on the one sub-project
is required.
8.3.2 Analysis of Alternatives

1) With Project
The population of JABODETABEK increased l.4 times over the past 15 years, from
approximately 1.7 million in 1990 to 2.4 million in 2005. Along with this increase in
population, the volume of traffic from the areas around JABODETABEK has been growing
8-9
Final Report
steadily, and a further increase in the volume of traffic is being predicted. The volume of
movement in JABODETABEK is already significant, and it is highly dependent on road
transportation (98%). The number of registered motor vehicles in JABODETABEK increased
approx. 2.4 times from approx. 3.26 million in 2000 to 7.97 million in 2006, which raised
concerns about further traffic congestion. Recently, countermeasures for alleviating traffic
congestion have been conducted such as the construction of Jakarta Outer Ring Road,
enhancement of road capacity, and a traffic demand management policy, however, traffic
congestion in JABODETABEK is still a serious issue and causes significant economic loss
on Java island through the deterioration of the investment environment or the delay of access
to the port, airport and railway.
Therefore to solve the heavy congestion and secure smooth traffic flow at the bottleneck
intersections and roads is required.
Generally alternatives to meet such objective are flyovers and underpasses.
An adequate facility is to be adopted in consideration of constraints such as construction
space, social and/or natural impacts, ease of construction and costs.
Major indicators for selection of facility type are shown below:

Alternatives and negative impacts
Indicator
Flyover Underpass
a) Resettlement Significant Low
Social
b) Affected Public infrastructure Significant Low
c) Affected Religious facility Significant Low

d) Affected planted area (app.(ha)) Significant Low
Natural
e) Impact regarding Landscape Significant Low

f) Impact regarding Air Quality, Noise Significant
Positive impact
and vibration positive impact
g) Construction Cost High Low
Cost
h) Maintenance Cost Low High
i) Workability of Construction Advantage Disadvantage

2) Without Project
The ‘without project scenario’ will cause heavy congestion, as a result, social losses such as
traffic accidents, environmental deterioration and increase of travelling time will be
accelerated.
8.3.3 Scoping for full scale EIA based on JICA Guidelines

Items for scoping were picked from the JICA guidelines because items which are indicated in
JICA Guidelines are detailed and no significant gaps exist between Indonesian and JICA
Guidelines.
Affected activities, items and their degree of adverse impacts are shown in the scoping matrix.
Ratings were carried out through the initial environmental survey by the Survey Team.
The Survey Team recommended that items which were rated as A, B and C should be
analyzed in the environmental activities such as ANDAL/RKL/RPL and UKL/UPL.
Scoping matrix and rating reasons are shown in the next tables.
8-10
Final Report
Table 8.3.3 Scoping Matrix (No1 Semanggi: FO)

Planning Construction Post
Affected Activities Phase Phase Construction
Operation of Construction Equipment and
Construction of Roads, tollgates, parking

Alteration to ground by cut land, filling,
Land acquisition and Loss of properties
lots, Access roads for bridges and other

various activities by regulations for the
Traffic Restriction in construction area
Appearance/ Occupancy of Roads and

Change of Land use plan, Control of
Influx of construction workers,

Reclamation of Wetland, etc.
Increase of Through Traffic
Increasing influx of settlers

construction of base camp
related building structures

Overall Rating
drilling, tunnel, etc.
related facilities
Deforestation
construction
Vehicles
No. Impact Items
1 Resettlement
Local economy such as employment and
2
livelihood, etc.
Land use and utilization of local
3
resources
Social institutions and local decision-
4
making institutions
Social Environment
Existing social infrastructures and

5
services
The poor, indigenous and ethnic people,
6
gender and children rights
7 Misdistribution of benefits and damage
8 Cultural heritage
9 Local conflict of interests
Water Usage or Water Rights and Rights
10
of Common
11 Sanitation
Hazards (Risk) and Infectious diseases
12
such as HIV/AIDS
13 Topography and Geographical features
14 Soil Erosion
15 Underground water
Natural Environment
16 Hydrological Situation
17 Coastal Zone - - - - - - - - - - - - -
Flora, Fauna and Biodiversity
18 B B
(Street trees)
19 Meteorology
20 Landscape
21 Global Warming C C
22 Air Pollution C C
23 Water Pollution
24 Soil Contamination
25 Waste B B B
Pollution
26 Noise and Vibration B B B C

27 Ground Subsidence
28 Offensive Odour
29 Bottom sediment
30 Accidents B B B
Rating: A: Serious impact is expected. B: Some impact is expected. C: Extent of impact is unknown (serious impacts are not
expected, but survey and analysis shall be done) No Mark: Few impacts are expected. Detailed quantitative survey is
not necessary.
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Final Report
Table 8.3.4 Rating Reasons (No1 Semanggi: FO)

No Likely Impacts Predicted Impacts and its reason Rating
1 Resettlement Resettlement is not caused due to no residential area in the construction area
2 This project does not have negative impacts on this item basically
livelihood, etc.
3 Land use and utilization of local resources This project does not have negative impacts on this item basically
making institutions
Although lines such as gas, water, power and other cables area running
underground along the road, such facilities will be replaced in an
appropriate way.
Social Environment:
5 Existing social infrastructures and services

There are no considerable facilities such as school, religious places or
hospitals in the project area. Thus this project does not have negative
impacts on this item basically.
The poor, indigenous and ethnic people
(inclusive gender and right of children)
7 Misdistribution of benefits and damage This project does not have negative impacts on this item basically
8 Cultural heritage There are no monuments, graveyards or sacred places in the project area.
This project does not have negative impacts on this item due to no
resettlement
10 See “ 5. Existing social infrastructures and services”
of Common
11 Sanitation This project does not have negative impacts on this item basically
such as HIV/AIDS
13 Topography and Geographical features This project does not have negative impacts on this item basically
14 Soil Erosion This project does not have negative impacts on this item basically
This project does not have negative impacts on this item because earthwork
15 Groundwater
is limited
Natural Environment
16 Hydrological Situation There are not any rivers in the project area
17 Coastal Zone There is no coastal zone in the project area
18 Flora, Fauna and Biodiversity Green zone in the space of loop ramp may be cut down by the project B
19 Meteorology This project does not have negative impacts on this item basically
This project does not have negative impacts on this item basically due to
20 Landscape
road improvement
The project may have positive impacts since driving speed will increase at
21 Global Warming the target intersections. However on the other hand, diverted traffic by C
construction of the facility may give some adverse impacts.
The project may give positive impacts since driving speed will increase and
exhaust gas from vehicles will be diffused at 10m above the ground.
22 Air Pollution C
However on the other hand, diverted traffic by construction of the facility
may give some adverse impacts.
23 Water Pollution This project does not have negative impacts on this item basically
This project does not have significant negative impacts on this item because
earthwork is limited in case of flyover
25 Waste Waste concrete, soil and cut trees may be generated by clearance work. B
Pollution
During construction, noise from construction area and operation of

construction machine will be generated.
26 Noise and Vibration The project may have positive impacts since driving speed will increase and B
noise decay distance is extended. However on the other hand, diverted
traffic by construction of the facility may give some adverse impacts.
27 Ground Subsidence This project does not have negative impacts on this item basically
28 Offensive Odour This project does not have negative impacts on this item basically
29 Bottom sediment This project does not have negative impacts on this item basically
Construction works may cause additional congestion during construction
30 Accidents (including traffic accidents) B
due to reduction of traffic capacity
Rating: A: Serious impact is expected. B: Some impact is expected. C: Extent of impact is unknown (serious impacts are not
expected, but survey and analysis shall be done) No Mark: Few impacts are expected. Detailed quantitative survey is
not necessary.
8-12
Final Report
Table 8.3.5 Scoping Matrix (No2 R.E.Martadinata: FO)







Overall Rating
related facilities
Deforestation
construction
Vehicles
No Impact Items
1 Resettlement B B
Local economy such as
2 A B A
employment and livelihood, etc.
3
resources
Social institutions and local
4
decision-making institutions
Social Environment
5 B B B
services
The poor, indigenous and ethnic
6 C C
people, gender and children rights
Misdistribution of benefit and
7
damage
8 Cultural heritage C C
Water Usage or Water Rights and
10 C C C
Rights of Common
11 Sanitation
Hazards (Risk) and Infectious
12
diseases such as HIV/AIDS
Topography and Geographical
13
features
14 Soil Erosion
Natural Environment
17 Coastal Zone - - - - - - - - - - - - -
18 B B
(Street trees)
19 Meteorology
20 Landscape B B
23 Water Pollution
25 Waste B B B
Pollution

28 Offensive Odour
29 Bottom sediment
30 Accidents B B B
8-13
Final Report
Table 8.3.6 Rating Reasons (No2 R.E.Martadinata: FO)
No Likely Impacts Predicted Impacts and its reason Rating
Number of relocation structures: 3 (provisional number)

1 Resettlement B
Major Type of houses: one-storied structures (restaurants & residences)
Local economy such as employment and This project has a certain impact on movable stalls, shops and restaurants
2 A
livelihood, etc. along the target road
making institutions
Railway and bus station is observed in the affected area. Any other
5 Existing social infrastructures and services considerable facility such as school and hospital should be identified B
Social Environment:
through interview survey.

The poor, indigenous and ethnic people Although no slum or other minority group is observed in reconnaissance,
6 C
(inclusive gender and right of children) this information should be collected through interview survey
7 Misdistribution of benefit and damage This project does not have negative impacts on this item basically
Although no monuments, graveyards or sacred places are observed in
8 Cultural heritage reconnaissance, this information should be collected through interview C
survey
9 Local conflict of interests This project does not have negative impacts on this
Although no water usage in the river or wells is observed in
10 reconnaissance, these location should be identified through interview C
of Common
survey
Hazards (Risk)
Infectious diseases such as HIV/AIDS
This project does not have negative impacts on this item because
15 Groundwater
earthwork is limited
Natural Environment
16 Hydrological Situation There are no rivers in the project area

A small garden in the bus station and street trees along the road may be
18 Flora, Fauna and Biodiversity B
removed
Planned flyover will be constructed approximately 10ms above the
20 Landscape B
current road. Thus the project has a certain impact on this item.
The project may have positive impacts since driving speed will increase
21 Global Warming at the target intersection. However on the other hand, diverted traffic by C
and exhaust gas from vehicles will be diffused at 10m above the ground.
22 Air Pollution C
This project does not have significant negative impacts on this item
because earthwork is limited in case of flyover
During construction, noise from the construction area and operation of
Pollution
construction machines will be generated.

26 Noise and Vibration B
and noise decay distance is extended. However on the other hand,
diverted traffic by construction of the facility may give some adverse
impacts.
8-14
Final Report
Table 8.3.7 Scoping Matrix (No3 Sulawesi- Tg.PA: FO)







Overall Rating
related facilities
Deforestation
construction
Vehicles
No Impact Items
1 Resettlement A A
2 employment and A A A
livelihood, etc.
3
resources
4
Social Environment

5 C C C
services
6 C C
7
damage
10 C C C
Rights of Common
11 Sanitation
12
13
features
14 Soil Erosion
Natural Environment
17 Coastal Zone - - - - - - - - - - - - -
18 B B
(Street trees)
19 Meteorology
20 Landscape B B
23 Water Pollution
25 Waste B B B
Pollution

28 Offensive Odour
29 Bottom sediment
30 Accidents B B B
8-15
Final Report
Table 8.3.8 Rating Reasons (No3 Sulawesi- Tg.PA: FO)
No Likely Impacts Site Check Item Rating

1 Resettlement A
Major Type of houses: one-storied structures (restaurants & residences)
Local economy such as employment and This project has a certain impact on movable stalls, shops, restaurants and
2 A
livelihood, etc. hotel along the target road
making institutions
Although no considerable facility such as a school, hospital or mosque is
5 Existing social infrastructures and services C
Social Environment:
observed, these facilities should be identified through interview survey.

6 C
survey
9 Local conflict of interests This project does not have negative impacts on this item
Although no water usage in the river and wells is observed in
10 reconnaissance, these locations should be identified through interview C
of Common
survey
such as HIV/AIDS
15 Groundwater
Natural Environment
Although a canal is running from west to east, the project does not have
negative impacts on the river
18 Flora, Fauna and Biodiversity Some street trees along the road may be removed by widening of the road B
20 Landscape B
current road. Thus the project has a certain impact on this item.
The project may have positive impacts since driving speed will increase at
21 Global Warming the target intersection. However on the other hand, diverted traffic by C
22 Air Pollution C
because earthwork is limited in case of the flyover
Pollution

impacts.
8-16
Final Report
Table 8.3.9 Scoping Matrix (No4 Kuningan: UP)







Overall Rating
related facilities
Deforestation
construction
Vehicles
No. Impact Items
1 Resettlement B B
2 employment and
livelihood, etc.
3
resources
4
Social Environment

5
services
6
7
damage
10 C C C
Rights of Common
11 Sanitation
12
13
features
14 Soil Erosion
Natural Environment
15 Underground water C C
17 Coastal Zone - - - - - - - - - - - - -
18 B B
(Street trees)
19 Meteorology
20 Landscape B B
23 Water Pollution
24 Soil Contamination C C
25 Waste B B B
Pollution

28 Offensive Odour
29 Bottom sediment
30 Accidents B B B
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Final Report
Table 8.3.10 Rating Reasons (No4 Kuningan: UP)

1 Resettlement B
Major Type of buildings: one or two story offices
This project does not have negative impacts on this item basically
2 because most of the affected area is the compound of a private company
livelihood, etc.
such as vegetated area
making institutions
Although no considerable facility such as a school, hospital or mosque
Social Environment:
5 Existing social infrastructures and services is observed in reconnaissance, these facilities should be identified
through interview survey.
The poor, indigenous and ethnic people No slum or other minority group is observed in reconnaissance, thus it
6
(inclusive gender and right of children) is not likely to have a negative impact on this item
survey
Water Usage or Water Rights and Rights Although no wells are observed in reconnaissance, these locations
10 C
of Common should be identified through interview survey
such as HIV/AIDS
Project activities such as excavation may affect existing underground
15 Groundwater water level, thus used wells should be identified through interview C
survey
Natural Environment
16 Hydrological Situation There is no river in the project area

Vegetated buffer with pathway along the road may be removed by
widening of the road
Planned flyover will be constructed at the same level of current toll
20 Landscape B
road, thus the project does not give significant impact on this item
and exhaust gas from vehicles will be diffused at 10m above the
22 Air Pollution C
ground. However on the other hand, diverted traffic by construction of
the facility may give some adverse impacts.
Excavated soil in the earthwork may be polluted by hazardous matter,
24 Soil Contamination C
thus history of land use shall be verified through interview survey
Pollution

impacts.
Construction works may cause additional congestion during
construction due to reduction of traffic capacity
8-18
Final Report
Table 8.3.11 Scoping Matrix (No5 Pancoran: FO)

Planning Construction Post Construction
Affected Activities Phase Phase






Overall Rating
related facilities
Deforestation
construction
Vehicles
No Impact Items
1 Resettlement
2 Local economy such as
employment and
livelihood, etc.
3 Land use and utilization of local
resources
4 Social institutions and local
Social Environment
5 Existing social infrastructures and

services
6
7 Misdistribution of benefit and
damage
10 Water Usage or Water Rights and C C C
Rights of Common
11 Sanitation
12 Hazards (Risk) and Infectious
13 Topography and Geographical
features
14 Soil Erosion
Natural Environment
17 Coastal Zone - - - - - - - - - - - - -
18 Flora, Fauna and Biodiversity B B
(Street trees)
19 Meteorology
20 Landscape B B
23 Water Pollution
25 Waste B B B
Pollution

28 Offensive Odor
29 Bottom sediment
30 Accidents B B B B B
8-19
Final Report
Table 8.3.12 Rating Reason (No5 Pancoran: FO)
Number of relocation structures: 0(provisional number)

1 Resettlement
Major Type of houses: - (compound of private company and GOI)
Local economy such as This project does not gives negative impacts on this item basically because most
2
employment and livelihood, etc. affected area is compound of a private company and GOI
resources
Existing social infrastructures Any considerable facility such as school, hospital and mosque is not observed in
5
Social Environment:
and services reconnaissance, thus it is not likely to give negative impact on this item
No slum or other minority group is observed in reconnaissance, thus it is not likely
6 people (inclusive gender and
to have a negative impact on this item
right of children)
damage
8 Cultural heritage C
reconnaissance, this information should be collected through interview survey
Water Usage or Water Rights Although no wells are observed in reconnaissance, these locations should be
10 C
and Rights of Common identified through interview survey
features
This project does not have negative impacts on this item because earthwork is
15 Groundwater
limited
Natural Environment

Vegetated buffer with pathway along the road may be removed by widening of the
road
Planned flyover will be constructed approximately 10ms above the current road.
20 Landscape B
Thus the project has a certain impact on this item.
The project may have positive impacts since driving speed will increase at the
21 Global Warming target intersection. However on the other hand, diverted traffic by construction of C
the facility may give some adverse impacts.
The project may have positive impacts since driving speed will increase and
exhaust gas from vehicles will be diffused at 10m above the ground. However on
22 Air Pollution C
the other hand, diverted traffic by construction of the facility may give some
adverse impacts.
This project does not have significant negative impacts on this item because
earthwork is limited in case of the flyover
Pollution
During construction, noise from the construction area and operation of construction
machines will be generated.
26 Noise and Vibration The project may have positive impacts since driving speed will increase and noise B
decay distance is extended. However on the other hand, diverted traffic by
28 Offensive Odor This project does not have negative impacts on this item basically
Accidents (inclusive traffic Construction works may cause additional congestion during construction due to
30 B
accident) reduction of traffic capacity
8-20
Final Report
Table 8.3.13 Scoping Matrix (No6 Pinang Baris : FO)

Affected Activities Planning Construction Post
Phase Phase Construction






Overall Rating
related facilities
Deforestation
construction
Vehicles
No Impact Items
1 Resettlement A A
Local economy such as employment
2 A A A
and livelihood, etc.
3
resources
4
making institutions
Social Environment
5 C C
services
6 C C
7
damage
10 C C C
Rights of Common
11 Sanitation
12
13
features
14 Soil Erosion
Natural Environment
17 Coastal Zone - - - - - - - - - - - - -
18
(Street trees)
19 Meteorology
20 Landscape A A
23 Water Pollution
25 Waste B B B
Pollution

28 Offensive Odour
29 Bottom sediment
30 Accidents B B B
8-21
Final Report
Table 8.3.14 Rating Reasons (No6 Pinang Baris: FO)

1 Resettlement A
Major Type of houses: two or three story structures (shops & residences)
Local economy such as employment This project has a certain impact on shops, restaurants, movable stalls and
2 A
and livelihood, etc. a small market along the target road
resources
making institutions
Although no considerable facility such as a school, hospital or mosque is
Social Environment:
5 observed in reconnaissance, these facilities should be identified through C

services
interview survey.
6 C
survey
Water Usage or Water Rights and Although wells are not observed in reconnaissance, these locations
10 C
Rights of Common should be identified through interview survey
such as HIV/AIDS
15 Groundwater
Natural Environment

18 Flora, Fauna and Biodiversity There is no vegetated area in the project area
20 Landscape A
current road, thus the project has a certain negative impact on inhabitants
22 Air Pollution C
25 Waste Waste concrete and soil may be generated by clearance work. B
Pollution

impacts.
8-22
Final Report
Table 8.3.15 Scoping Matrix (No7 Katamso: UP)







Overall Rating
related facilities
Deforestation
construction
Vehicles
No Impact Items
1 Resettlement A A
2 employment and A A A
livelihood, etc.
3
resources
4
Social Environment

5
services
6 C C
7
damage
10 C C C
Rights of Common
11 Sanitation
12
13
features
14 Soil Erosion
Natural Environment
15 Underground water C C
17 Coastal Zone - - - - - - - - - - - - -
18
(Street trees)
19 Meteorology
20 Landscape
23 Water Pollution
24 Soil Contamination C C
25 Waste B B B
Pollution

28 Offensive Odour
29 Bottom sediment
30 Accidents B B B
8-23
Final Report
Table 8.3.16 Rating Reasons (No7 Katamso : UP)

1 Resettlement A
Major Type of houses: one-storied structures (shops & residences)
Local economy such as employment and This project has a certain impact on the commercial area along the
2 A
livelihood, etc. target road
making institutions
5 Existing social infrastructures and services Not observed in the affected area
Social Environment:
Although no slum or other minority group is observed in

6 reconnaissance, this information should be collected through C
interview survey
8 Cultural heritage reconnaissance, this information should be collected through C
interview survey
9 Local conflict of interests This project does not have negative impacts on this item basically
Water Usage or Water Rights and Rights Although wells are not observed in reconnaissance, these locations
10 C
of Common should be identified through interview survey
such as HIV/AIDS
Project activities such as excavation may affect existing underground
15 Groundwater water level, thus used wells should be identified through interview C
survey
Natural Environment

18 Flora, Fauna and Biodiversity There is no vegetated area in the project area
This project does not have negative impacts on this item basically due
20 Landscape
to underpass
The project may have positive impacts since driving speed will
increase at the target intersection. However on the other hand,
21 Global Warming C
impacts.
increase and exhaust gas from vehicles will be diffused at 10m above
22 Air Pollution C
the ground. However on the other hand, diverted traffic by
Excavated soil in the earthwork may be polluted by hazardous matter,
24 Soil Contamination C
thus history of land use shall be verified through interview survey
25 Waste Waste concrete and soil may be generated by clearance work. B
During construction, noise from the construction area and operation
Pollution
of construction machines will be generated.

increase and noise decay distance is extended. However on the other
hand, diverted traffic by construction of the facility may give some
adverse impacts.
Construction works may cause additional congestion during
construction due to reduction of traffic capacity
8-24
Final Report
Table 8.3.17 Scoping Matrix (No8 Sudirman II: FO)







Overall Rating
related facilities
Deforestation
construction
Vehicles
No Impact Items
1 Resettlement B B
2 employment and B B B
livelihood, etc.
3
resources
4
Social Environment

5
services
6 C C
7
damage
10 C C C
Rights of Common
11 Sanitation
12
13
features
14 Soil Erosion
Natural Environment
17 Coastal Zone - - - - - - - - - - - - -
18 B B
(Street trees)
19 Meteorology
20 Landscape A A
23 Water Pollution
25 Waste B B B
Pollution

28 Offensive Odour
29 Bottom sediment
30 Accidents B B B
8-25
Final Report
Table 8.3.18 Rating Reasons (No8 Sudirman II : FO)

1 Resettlement B
Major Type of houses: one-storied structures (shops & residences)
Local economy such as employment and This project has a certain impact on shops and restaurants along the target
2 B
livelihood, etc. road
making institutions
A public fruit market is located in the affected area. Although no other
considerable facility such as a hospital or mosque is observed in the
Social Environment:
5 Existing social infrastructures and services

reconnaissance, these facilities should be identified through interview
survey.
6 C
survey
Water Usage or Water Rights and Rights of Although wells are not observed in reconnaissance, these locations
10 C
Common should be identified through interview survey
Hazards (Risk) and Infectious diseases such
as HIV/AIDS
15 Groundwater
Natural Environment

18 Flora, Fauna and Biodiversity Street trees along the road may be removed by widening of the road B
20 Landscape A
22 Air Pollution C
25 Waste Waste concrete, soil and cut trees may be generated by clearance work B
Pollution

impacts.
8-26
Final Report
Table 8.3.19 Scoping Matrix (No9 Cikarang: FO)







Overall Rating
related facilities
Deforestation
construction
Vehicles
No Impact Items
1 Resettlement B B
2 B B B
3 C C
resources
4
Social Environment
5 C C
services
6 C C
7
damage
10 C C C
Rights of Common
11 Sanitation
12
13
features
14 Soil Erosion
Natural Environment
17 Coastal Zone - - - - - - - - - - - - -
18 B B
(Street trees)
19 Meteorology
20 Landscape B B
22 Air Pollution B B B B
23 Water Pollution
25 Waste B B B
Pollution
26 Noise and Vibration B B B B

28 Offensive Odour
29 Bottom sediment
30 Accidents B B B
8-27
Final Report
Table 8.3.20 Rating Reason (No9 Cikarang : FO)

1 Resettlement B
Major Type of houses: one storied structures (shops & residences)
2 This project has a certain impact on shops and restaurants along the target road B
Land use and utilization of local Small scale fishing by local people is observed in the main canal along the road.
3 C
resources Additionally, irrigation is conducted from the main canal to paddy fields.
An irrigation system is operated in the project area. Although no other considerable
5 facility such as a hospital, school or mosque are observed in the reconnaissance, these C
services
facilities should be identified through interview and site survey
Social Environment:

Although no slum or other minority group is observed in reconnaissance, this
6 people (inclusive gender and right C
information should be collected through interview survey
of children)
damage
Although no monuments, graveyards or sacred places are observed in reconnaissance,
8 Cultural heritage C
this information should be collected through interview and site survey
Kali Malang canal is located along the target road, and operated as a main irrigation
Water Usage or Water Rights and source by the irrigation authority.
10 C
Rights of Common Although wells are not observed in reconnaissance, these locations should be identified
through interview and site survey
features
15 Groundwater This project does not have negative impacts on this item because earthwork is limited
Natural Environment

Kali Malang canal provides habitats for fish, amphibian and aquatic plants.
18 Flora, Fauna and Biodiversity Construction activities such as widening or earthwork may have negative impacts to B
the habitat.
Planned flyover will be constructed at the same level as the current flyover, thus the
20 Landscape
project does not have significant impact on this item
The project may have positive impacts since driving speed will increase at the target
21 Global Warming intersection. However on the other hand, diverted traffic by construction of the facility C
The project may have a certain negative impacts since traffic volume will increase
22 Air Pollution B
along the road.
This project does not have significant negative impacts on this item because earthwork
is limited in case of flyover and road improvement
25 Waste Waste concrete and soil may be generated by clearance work B
During construction, noise from the construction area and operation of construction
Pollution
machines will be generated.

The project may have certain negative impacts since traffic volume will increase along
the road.
Accidents (including traffic Construction works may cause additional congestion during construction due to
30 B
accidents) reduction of traffic capacity
8-28
Final Report
Table 8.3.21 Scoping Matrix (No10 Senayan: FO)







Overall Rating
related facilities
Deforestation
construction
Vehicles
No Impact Items
1 Resettlement B B
2 B B B
3
resources
4
Social Environment
5 B B
services
6
7
damage
10 C C C
Rights of Common
11 Sanitation
12
13
features
14 Soil Erosion
Natural Environment
17 Coastal Zone - - - - - - - - - - - - -
18 B B
(Street trees)
19 Meteorology
20 Landscape A A
23 Water Pollution
25 Waste B B B
Pollution

28 Offensive Odour
29 Bottom sediment
30 Accidents B B B
8-29
Final Report
Table 8.3.22 Rating Reason (No10 Senayan: FO)

1 Resettlement B
Local economy such as employment This project has a certain impact on commercial areas along the target
2 B
and livelihood, etc. road during construction
resources
making institutions
A school compound is located in the affected area. Although no other
Existing social infrastructures and considerable facility such as a hospital or mosque is observed in the
Social Environment:
5 B
services reconnaissance, these facilities should be identified through interview
survey.
6 No slum or other minority group is observed in reconnaissance
survey
Water Usage or Water Rights and Although wells are not observed in reconnaissance, these locations
10 C
Rights of Common should be identified through interview survey
Hazards (Risk)
Infectious diseases such as HIV/AIDS
15 Groundwater
Natural Environment

18 Flora, Fauna and Biodiversity Street trees along the road may be removed by widening of the road B
20 Landscape A
22 Air Pollution C
25 Waste Waste concrete, soil and cut trees may be generated by clearance work B
Pollution

impacts.
8-30
Final Report
Following are recommended methodologies for baseline survey and impact forecast.
Table 8.3.23 Recommended Survey Methodology

Physical Site Survey Methodology Forecast Methodology/ Contents to be
Area No Item (Draft) commented on
 UKL/UPL, AMDAL  AMDAL, UKL/UPL
 In principle, refer to the survey results
1 Involuntary Resettlement  In principle, refer to LARAP
regarding LARAP
 In principle, refer to the survey results
2 employment and livelihood,  In principle, refer to LARAP
regarding LARAP
etc.
 Interview with local authority and rough site
Land use and utilization of  Describe degree of change of present
3 survey
local resources condition (ex. agricultural area)
Note) Use GPS
Social institutions  Interview with local authority
 Describe degree of change of present
4 infrastructure and local (traditional/administrative local decision
condition
decision-making institutions making system)
 List all infrastructures and mapping through
interview with local authority and site survey
condition (Affected infrastructures
Existing social infrastructures (schools, health centres, public meeting
5 such as power, water, gas and access
and services places, religious facilities, power lines and
to schools, hospitals and other
etc)
facilities)
note) Use GPS device
The poor, indigenous & ethnic  Interview with local authority, community  Describe degree of change of present
Social Environment
6 people, Gender and Children’s leaders, NGOs and women’s group as condition (degree of impacts to ethnic
rights required people, women and children)
Misdistribution of benefits  Describe degree of change of present
7  Interview from local authority
and damage condition
 Indicate affected cultural sites such as
 List all infrastructures and mapping through
graveyards, local heritage and sacred
interview with local authority and site survey
places on the map
8 Cultural heritage (cultural heritage, grave yards, sanctuaries,
 Cost estimation of displacement
sacred places and etc)
Note) Indicate affected places on the
note) Use GPS device
GPS map
 Interview with local authority and  Describe degree of change of present
community leaders condition
 Indicate affected water sources such as
 List all infrastructures and mapping through wells, public taps, rivers and ponds on
Water Usage or Water Rights interview with local authority and site survey the map
10
and Rights of Common (Water sources, wells and water rights if any)  Cost estimation of displacement
note) Use GPS device Note) Indicate affected place on the
GPS map
11 Sanitation  Interview with local authority
condition
Hazards (Risk)
 Interview with local authority and health  Describe degree of change of present
12 Infectious diseases such as
centre condition (Disease name)
HIV/AIDS
Topography and Geographical  Take pictures if there are any considerable  Indicate affected sites on the map (if
13
features features there are any considerable features)
Natural Environment
 Interview with local authority and rough site  Describe degree of change of present
14 Soil Erosion survey condition (pick areas predicted for
Note) Use GPS device erosion)
 Number of wells lost and indicate
 Survey ground water level through “Item
15 Groundwater them on the map
No.10 Water right”
 Estimation of affected residents
8-31
Final Report
Physical Site Survey Methodology Forecast Methodology/ Contents to be

Area No Item (Draft) commented on
 UKL/UPL, AMDAL  AMDAL, UKL/UPL
 Rough site survey (location of rivers, river
16 Hydrological Situation flow, flood frequency and etc)
condition
Note) Use GPS device
 Rough site survey (distribution of mangrove
17 Coastal Zone and biota in the mangrove area, if any )
condition
Note) Use GPS device
 Literature survey and interview survey with  Estimate the number of trees along the
specialists and inhabitants road in the affected area
(list considerable species and distribution in  Calculate area of vegetation loss by
the project area) types in new developed area, and
18 Flora, Fauna and Biodiversity  Rough site survey in the affected area (count indicate them on the map
the number of trees along the road in the  Number of considerable species lost
affected area). and their habitats
Note) Use GPS device  Predicted ecosystem after construction
Reference) Indonesian list, IUCN, CITES of the road
19 Meteorology  No need for physical site survey
condition
 Indicate affected aesthetic landscape
 Taking pictures from major viewpoints on the map
20 Landscape
Note) Use GPS device  Make a composite photograph or
computer graphic post construction
 Calculate degree of change for volume
21 Global Warming  No need for physical site survey
of greenhouse gases (CO2)
 Collect existing measured date
 Quantitative measurement of NOx, SOx, CO  Calculate or estimate air quality at
22 Air Pollution
and Suspended Particulate Matters (SPM) target year (NO2, SO2, CO and SPM)
(at least 3 points at each site)
 Measure turbidity, pH and BOD in the
23 Water Pollution nearest rivers and wells which are used by
condition during construction
inhabitants for dinking, laundry or bathing
 Survey histories of land use along the road in
interviews with relevant governmental
24 Soil Contamination sections and district office. (Biochemical
condition
factory, leather factory and hazardous
material existence, etc.)
 Survey solid and liquid waste management
25 Waste and system through interview with local
condition
authority
 Measure vibration, ambient noise level and
 After Construction - Calculate traffic
traffic noise (road side noise) by sound level
noise level along the road at target
26 Noise and Vibration meter (equivalent noise dB (A), every 10min
year (use estimated traffic volume at
for 12 hours)
the target year)
(at least 3 points at each site)
 Survey such phenomenon through interview  Describe degree of change of present
with relevant organization condition
 Survey such phenomenon in interview with  Describe degree of change of present
28 Offensive Odour (bad smell)
inhabitants condition
29 Bottom sediment  No need for physical site survey  No need physical site survey
 Survey in interview with police station and  Describe degree of change of present
30 Accidents
relevant governmental section condition
Following are recommended mitigation measures and monitoring plans.
8-32
Final Report
Table 8.3.24 Recommended Mitigation Measures and Monitoring Plans

Proposed Mitigation Measures
Items Monitoring Plan
During Construction Post Construction
a) Minimization of affected area in the
design
b) Formation of consensus through a
series of stakeholder meetings on the
1. Resettlement Refer to the LARAP
process of EIA and LARAP
[During Const.]
c) Carry out appropriate Land [Post Const.]
Acquisition & Resettlement Action Refer to the LARAP
Plan (LARAP)
2. Local
economy,
Refer to the LARAP Refer to the LARAP
employment
and livelihood
3. Land use and
Minimization of affected area in the
local resources Not required Not required
design
utilization
4. Social
institutions and
local decision- Not required Not required Not required
making
institutions
5. Existing social
Minimization of affected area in the [During Const.]
infrastructures Not required
design Interview survey from users
and services
6. The poor,
Social Environment
indigenous and
ethnic people, Refer to the LARAP Refer to the LARAP Refer to the LARAP
gender and
children rights
7. Misdistribution
of benefits and Not required Not required Not required
damage
a) Minimization of affected area in the
design
8. Cultural
b) Formation of consensus through a Not required Not required
heritage
series of stakeholder meetings on the
process of EIA and LARAP
[During Const.]
Construction contractor should hire Confirm worker list once a
9. Local conflicts
workers from the nearest communities Not required month
of interests
through a fair process [Post Const]
Not required
[During Const.]
[Post Const]
10. Water usage New wells shall be set up to replace
Not required Periodical check of
and rights affected wells
availability of water in the
wells
11. Public
Not required Not required Not required
sanitation
[During Const.]
a) Healthcare education for workers Periodical health check for
12. Infectious
b) Provide devices such as masks and construction workers by
diseases such Not required
helmets to construction workers as construction contractor
as HIV/AIDS
required [Post Const]
Not required
13. Topography
and
Environment

Geographical
Natural
features
Setting up appropriate slope protection [During Const.]
Periodical monitoring and
14. Soil erosion such as covering with grass and gabions [Post Const]
maintenance
on the embankment Periodical visual monitoring
8-33
Final Report

If prepared new well does not [During Const.]
In the case of closing down drinking
15. Underground have enough volume, [Post Const]
water supply, the proponent shall set up
water alternative well shall be set up Periodical monitoring of
new wells or prepare new water supply
by the proponent water level
In case of major change in [During Const.]
In case of major change in hydrological
16. Hydrological hydrological situation, [Post Const]
situation, appropriate counter measures
situation appropriate counter measures Periodical visual monitoring
shall be carried out
shall be carried out and maintenance
17. Coastal zone
(mangroves, Not required Not required Not required
coral reefs, (no impacts) (no impacts) (no impacts)
tidal flats, etc.)
a) Minimize cutting trees along the
road and replant trees along the road
[During Const.]
based on the Landscape Regulations
18. Flora, Fauna Count the number of cut trees
b) Implementation of environmental
and Not required Confirm developed boundary
education for construction workers
Biodiversity [Post Const]
(prohibit cutting trees, development Not required
and dumping wastes without
permission)
19. Meteorology Not required Not required Not required
Plant street trees along the road based
20. Landscape Not required Not required
on the landscape regulations
21. Global
warming
[During Const.]
Measure dust level near
residential area once a month
Spraying water near residential areas to
Periodical cleaning of road
22. Air pollution reduce dust level by construction [Post Const]
surface to remove soil
contractor Measure SOx, SPM, NOx
and CO at same current
survey points for
confirmation of effects
a) Chemical and waste oil shall be
managed and stored in an [During Const.]
appropriate way, not discharged to Measure turbidity in the
23. Water pollution river. Not required nearest rivers
b) Turbid water from construction area [Post Const.]
shall be treated by sedimentation Not required
tank as required
24. Soil
Pollution
contamination
a) Chemical and waste oil shall be
managed and stored in an [During Const.]
appropriate way, not discharged to Periodical monitoring once a
25. Waste river. Not required month
b) Construction waste shall be [Post Const.]
managed and disposed of in Not required
compliance with the law
[During Const.]
a) Fixing construction work hours Measure sound level near
(daytime only) residential area, school and
26. Noise and b) Consideration for praying times and hospital once a month
Not required
vibration Sunday [Post Const]
c) Setup sound proof barrier on the Measure sound level at same
construction boundary current survey points for
confirmation of effects
27. Ground
subsidence
28. Offensive
odours
8-34
Final Report

29. Bottom
sediment in sea Not required Not required Not required
and rivers
a) Education on traffic management
control and safety for workers
b) Employing staff for traffic control [During Const.]
and traffic safety Periodical monitoring of
30. Traffic Installation of traffic safety
c) Setup diversion for minimization of accident cases once a month
accidents facilities
construction traffic congestion [Post Const.]
d) Setup of sidewalk along the road Not required
e) Contractor shall follow relevant
labour law
Indonesian side in cooperation with JICA is carrying out a series of EIA activities based on
above mentioned scoping, recommended survey and forecast methodology as of December
2011. Resettlement and land acquisition is picked up as a major issue in the social
environment and the degree of impact are shown in Chapter 9. According to LARAP, any
displace of school, hospital, mosque and wells will not be caused in the project. In natural
environmental issues, although turbid water may be discharged from construction area to the
nearest river or channel, the impact will be minimized by planned mitigation measures.
A proposed methodology for stakeholder meetings is show below.
Table 8.3.25 Recommended Methodology for Stakeholder Meetings

Item Description
(1) Number of SHMs Twice a sub project (totally 20 meetings at least)
(Number of SHMs is stipulated in JICA’s Guidelines)
(2) Timing of Implementation - The 1st SHM: Scoping Stage
- The 2nd SHM: Draft ANDAL/RKL/RPL or draft UKL/UPL stage
(3) Attendance In principle, attendance shall be determined base on Indonesian laws. Or it will be
determined on discussion with MPW, environmental authorized agency and local
government.
(ex.: Local stakeholders (project affected persons, NGOs), local government and
proponent)
(4) Notification of SHMs Basically the notification shall be done on news paper, radio and other measures, 2
weeks before implementation of SHMs
(5) Draft Agenda for SHM -The 1st SHM
Project outline, predicted positive and negative impacts, survey items and
methodology, project schedule and exchange opinions
- The 2nd SHM
Project outline, analyzed positive and negative impacts, mitigation measures and
monitoring plan and exchange opinions
(6) Record of SHM Preparation of Minutes of Meeting(MM), attendance list with signature and photo
(7) Language All documents shall be prepared in Indonesian and English
8-35
Final Report
Table 8.3.26 Schedule of Stakeholder Meeting

2nd SHM
Governmental 1st SHM
(Explanation of draft
Site Environmental (Explanation of Project
AMDALor draft
Authority outlines)
UKL/UPL)
1. Semanggi Central Jakarta City 25th October, 2011 After April, 2012
2. R.E.Martadinata North Jakarta City 18th October, 2011 After April, 2012
3. Sulawesi- Tg.PA North Jakarta City Conducted in Approved AMDAL*1
4. Kuningan Central Jakarta City After April 2012
th
5. Pancoran South Jakarta City 18 October, 2011 After April, 2012
6. Pinang Baris Medan City After April (as required)*2
7. Katamso Medan City 19th September 2011 After April, 2012
8. Sudirman II Tangerang City 19th October, 2011 After April, 2012
th
9. Cikarang Bekasi Regency 20 October, 2011 After April, 2012
10. Senayan South Jakarta City After April, 2012
*1: Kuningan under pass is one of facilities in the Tanjung Priok Access Road Project, AMDAL approval of the project had
been issued in December 2004 and the project is under construction
*2 : UKL/UPL approval for Pinan Baris had been issued in December 2008, however 3 years validity period after approval
without construction activities is expired
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8.4 Current Progress and Schedule of Environmental Approval

In ten selected sub-projects, UKL/UPL for six sub-projects (No.1 Semanggi, No2. R.E.
Martidinata, No.5 Pancoran, No.7 Katamso, No.8 Sudirman II and No.9 Cikarang) and one
AMDAL for No.4 Kuningan are being carried out by the Ministry of Public Works in
cooperation with JICA. It is expected that six approvals for UKL/UPL will be issued from
relevant governmental environmental authorities after April 2012.
The approvals for No.5 Sulawesi in DKI and No.13 Pinan Baris in Medan City had been
issued, however the approval of Pinan Baris had been expired the validity.
On the other hand, a series of environmental process for No.10 Senayang is not started
because a concept of design is not concluded at the moment.
The process for AMDAL (No.4 Kunnigan) will be carried out after April 2012.
Table 8.4.1 Current Progress and Expected EIA Schedule (December, 2011)
2011 2012
Mar. Apr. May Jun. Jul. Aug. Sep. Oct. Nov Dec. Jan. After April
Out put of the Survey ITR DFR(1) DFR(2) FR

Env. Approval Schedule
(* : supported by JICA)
*1. Semanggi UKL/UPL Approved after April
*2. R.E. Martidinata UKL/UPL Approved after April
3. Sulawesi UKL/UPL Approved*1
*4. Kuningan AMDAL Approved after April
*5. Pancoran UKL/UPL Approved after April
6. Pinan Baris UKL/UPL Expired*2
*7. Katamso UKL/UPL Approved after April
*8. Sudirman II UKL/UPL Approved after April
*9. Cikarang UKL/UPL Approved after April
A series of environmental processes has not carried out due to no design at the
10. Seneyang UKL/UPL
moment
Detailed Schedule for UKL/UPL
Preparation of Draft Report
■
(UKL/UPL)
st
SHM 1 2nd (Approved after April)
Review and approval by GAE Approved after April
Expected Schedule for AMDAL
Preparation of ToR (KA-ANDAL) Approved after April
Preparation of draft Report
Approved after April
(ANDAL, RKL and RPL)
SHM Approved after April
Review and approval by GAE Approved after April
*1: Kuningan under pass is one of facilities in the Tanjung Priok Access Road Project, AMDAL approval of the project had been issued in
December 2004 and the project is under construction
*2: UKL/UPL approval for Pinan Baris had been issued in December 2008, however 3 years validity period after approval without construction
activities is expired
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CHAPTER 9. INVOLUNTARY RESETTLEMENT
9.1 General
The overall goal of the Metropolitan Arterial Road Improvement Project (MARIP) is that the
sustainable growth which the private sector initiates can be realized by the expansion of
investment opportunities and the economic growth generated from the improvement of road
traffic infrastructure. The construction of grade separated intersections is the project goal to
alleviate the traffic congestion at heavily congested intersections on the arterial road network
in JABODETABEK and Medan. The Project, which contains road widening for construction
of frontage roads would cause involuntary resettlement issues due to land acquisition
necessary for the Project.
JICA indicates clearly the basic principle on involuntary Resettlement in the JICA guidelines
for Environmental and Social Considerations (April 2010, herein after “JICA Guidelines”)
that “People who must be resettled involuntarily and people whose means of livelihood will
be hindered or lost must be sufficiently compensated and supported by project proponents etc.
in a timely manner.”.
The JICA requests borrowers to submit the Land Acquisition and Resettlement Action Plan
(LARAP) for the development Projects that contain large scale involuntary resettlement prior
to the JICA appraisals for the project.
The MARIP consists of ten(10) subprojects. The sub-projects were selected based on the
multi criteria analysis in the first stage of the Preparatory Survey. The framework of LARAP
(FLARAP) has been developed to clarify the basic principles in term of involuntary
resettlement to be applied to the MARIP.
The JICA Preparatory Survey Team (herein after “JST”) prepared the draft of the FLARAP
which meets the requirements of the JICA Guidelines through discussions with DGH. The
draft of FLARAP was submitted to JICA for review in March 2011.
In this chapter, first, the FLARAP prepared in the first stage will be reviewed and then, the
LARAPs which were prepared based on the FLARAP for each subproject will be overviewed.
It should be note that the LARAP preparation was conducted based on a sub-contract under
financial assistance of JICA.
9.2 Legal Framework for Involuntary Resettlement in Indonesia

9.2.1 Related Regulations
The Indonesian regulations on land procurement for infrastructure projects, which have been
provided by the central government of the Republic of Indonesia, are as follows:
1) Presidential Regulation No. 36/2005 on Land Procurement for Implementation of Public
Interest
2) Presidential Regulation No. 65/2006 on Amendment of Presidential Regulation No.
36/2005
3) Head of the National Land Board (BPN) Regulation No. 3/2007 on Guidelines for
Implementation of Presidential Regulation No. 36/2005 on Land Procurement for
Implementation of Public Interest as amended by Presidential Regulation No. 65/2006 .
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9.2.2 Responsible Agency

The Land Procurement Committee (LPC) and Land Price Appraisal Team conduct land
procurement for public facilities construction. The Land Procurement Committee will be
established based on the request by the Project Implementer.
(1) Land Procurement Committee
The Land Procurement Committee is the committee for land procurement for public facilities
construction established by the Governor/Mayer. The Committee consists of the
representatives from the related local government and the National Land Board.
The level of the establishment of the Land Procurement Committee, i.e. district or provincial,
will be decided depending on where the land needed for the public facilities is located. The
Land Procurement Committee is called Panitia (committee) 9 due to the membership
consisting of 9 persons.
(2) Land Price Appraisal Team
Land price appraisal is to be done by a Land Price Appraisal Team based on the request from
the LPC.
The Land Price Appraisal Team consists of the following organizations.
a) Agent from the institution responsible for buildings and/or plantations
b) Agent from the central government responsible for National Land
c) Agent from the institution of Land and Building Tax Service
d) Experts or persons with experience in land value appraisal
e) Academic person with the ability to conduct appraisals of land, buildings, plantations
and/or other objects built on the land.
f) NGO, if necessary
(3) Compensation System

The kinds of assets to be affected by the Project are stipulated by Presidential Regulation
No.65/2006 as follows;
a) Land rights
b) Buildings
c) Crops / Plants
d) Other objects built on the land.
The forms of compensation for the assets affected by the Project are as follows:
a) Cash, and/or
b) Replacement land, and/or
c) Resettlement, and/or
d) Combination of two or more forms of compensation as referred to in 1), 2), and 3)
e) Other forms which are agreed on / approved by the related parties.
Land price appraisal is conducted based on Taxed-Object Selling Value (NJOP) or real value
by taking into consideration the NJOP price of the current year, as well as the following
items (Article 28 of BPN Regulation No.3/2007).
a) Location and area of land
b) Land status
c) Land entitlement
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d) Synchronization between land and existing spatial planning or city planning

e) Facilities and infrastructure available
Appraisal of building and plantation prices is done by the related government staffs of district
government that are responsible for buildings and farming/ landscaping by referring to the
price standard, set by laws and regulations (Article 29 of BPN Regulation No.3/2007).
9.3 Comparative Analysis with International Practices on Involuntary

Resettlement
The comparative analysis between Indonesian Regulations and international practices
including JICA on involuntary resettlement was conducted to identify the gaps between them.
9.3.1 JICA guidelines on Involuntary Resettlement
Regarding the involuntary resettlement, the JICA guidelines for Environmental and Social
Considerations (April 2010) indicates the following principles.
 Involuntary resettlement and loss of means of livelihood are to be avoided when feasible
by exploring all viable alternatives. When, after such an examination, avoidance is
proved unfeasible, effective measures to minimize impact and to compensate for losses
must be agreed upon with the people who will be affected.
 People who must be resettled involuntarily and people whose means of livelihood will
be hindered or lost must be sufficiently compensated and supported by project
proponents etc. in a timely manner. Prior compensation, at full replacement cost, must be
provided as much as possible. Host countries must make efforts to enable people affected
by projects and to improve their standard of living, income opportunities, and production
levels, or at least to restore these to pre-project levels. Measures to achieve this may
include: providing land and monetary compensation for losses (to cover land and
property losses), supporting means for an alternative sustainable livelihood, and
providing the expenses necessary for the relocation and re-establishment of communities
at resettlement sites.
 Appropriate participation by affected people and their communities must be promoted in
the planning, implementation, and monitoring of resettlement action plans and measures
to prevent the loss of their means of livelihood. In addition, appropriate and accessible
grievance mechanisms must be established for the affected people and their communities.
 For projects that will result in large-scale involuntary resettlement, resettlement action
plans must be prepared and made available to the public. In preparing a resettlement
action plan, consultations must be held with the affected people and their communities
based on sufficient information made available to them in advance. When consultations
are held, explanations must be given in a form, manner, and language that are
understandable to the affected people.
Note that the JICA requests that the borrower follows the OP.4.12 of World Bank for
addressing individual issues on involuntary resettlement.
The World Bank experience indicates that involuntary resettlement under development
projects, if unmitigated, often gives rise to severe economic, social, and environmental risks.
The policy includes safeguards to address and mitigate these impoverishment risks.
Following are the key principles in the Bank’s policy on involuntary resettlement.
 Involuntary resettlement should be avoided where feasible, or minimized, exploring all
viable alternative project designs.
 Displaced persons are to be provided prompt and effective compensation at full
replacement cost for losses of assets attributable directly to the project.
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 Resettlement activities should be conceived and executed as sustainable development

programs
 Displaced persons should be meaningfully consulted and should have opportunities to
participate in planning and implementing resettlement programs.
 Displaced persons should be assisted in their efforts to improve their livelihoods and
standards of living or at least to restore them, in real terms, to pre-displacement levels or
to levels prevailing prior to the beginning of project implementation, whichever is higher.
 The absence of a formal legal title to land is not a bar to WB policy entitlements.
 Particular attention is paid to the needs of vulnerable groups among those displaced,
especially those below the poverty line, the landless, the elderly, women and children,
indigenous peoples, ethnic minorities, or other displaced persons who may not be
protected through national land compensation legislation.
 The full costs of resettlement activities necessary to achieve the objectives of the project
are included in the total costs of the project.
9.3.2 Comparative Analysis with International Practices on Involuntary Resettlement
The results of the comparative analysis on Involuntary Resettlement between the Indonesian
regulations and Operational policy (OP.4.12) of WB based on the review of them are shown
in Table 9.3.1.
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Table 9.3.1 Comparison Analysis on the Gaps between OP.4.12 and Indonesian Regulation in terms of “Involuntary Resettlement”
Issue Operational Policy 4.12 of WB on Involuntary Resettlement Indonesian Regulation on Involuntary Resettlement
Preparation of Resettlement A resettlement plan or abbreviated resettlement plan is required for all No stipulation on the obligation for preparation of RAP
Action Plan(RAP) operations that entail involuntary resettlement unless otherwise specified. is found.
（OP.4.12 para 17(a)）
Minimization of Involuntary Involuntary resettlement should be avoided where feasible, or minimized, No stipulation for minimization of Involuntary
Resettlement exploring all viable alternative project designs（OP.4.12 para 2） resettlement is found
Impacts Covered The compensation should cover not only physical aspects such as relocation The compensation covers Land rights, Buildings,
or loss of shelter and loss of assets or access to assets etc. but also loss of Crops/Plants and Other objects attached to the land
income sources or means of livelihood.OP.4.12 para 3）（Article 12 of President Regulation No.36/2005）
Compensation for Squatters Those who do not have formal legal rights to land but have a claim to such No stipulation on the Compensation for Squatters is
land or assets --provided that such claims are recognized under the laws of the found.
country are provided compensation for the land they lose, and other
assistance. And also those who have no recognizable legal right or claim to
the land and occupy the project area prior to a cut-off date are provided
resettlement assistance.（OP.4.12 para 15,16）
Estimation of compensation To provide compensation at full replacement cost for losses of assets without Land value appraisal is done by the Land Value
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cost depreciation of structures or assets Appraisal Team. Land value appraisal is based on the
For agricultural land; based on the market value of the pre-project land or pre- Selling Value of the Taxed-Object (NJOP) or
displacement, whichever is higher with the cost of preparing the land, plus the real/actual value by taking into consideration the NJOP
cost of any registration and transfer taxes. of the current year, as well as the location and area of
For land in urban areas ; based on market value of the land with the cost of the land etc.
any registration and transfer taxes. Appraisal of price of building and/or plantations and/or
For houses and other structures, based on the market cost of the materials to other objects attached to the land is conducted by the
build a replacement structure or better than those of the affected structure with Head of the Agency/Office/Body by referring to the
the cost of transporting building materials, any labor and contractors' fees and price standard, set by laws and regulations. in
any registration and transfer taxes. （OP.4.12 para 6(a)(ii), O.P 4.12 footnote city/District level.（Article 28 and 29, Head of
11, O.P 4.12 Annex footnote 1） National Land Affairs Agency Decree No. 03/2007）
Assistance for Restoration of Displaced persons should be supported after displacement for a transition No description on assistance for restoration of
Livelihood and Living period and provided with development assistance in addition to compensation livelihood and living standard
Standard measures such as land preparation, credit facilities, training, or job
opportunities.（OP.4.12 para 6(c)）
Paying attention to vulnerable Particular attention should be paid to the needs of vulnerable groups such as No description on consideration of vulnerable groups
groups those below the poverty line, the landless, the elderly, women and children,
indigenous peoples, ethnic minorities etc.（OP.4.12 para 8）
Final Report
Source: JICA-MARIP Preparatory Survey Team (2011)

Final Report
9.4 Summary of the Framework of LARAP(FLARAP)

9.4.1 Discussion and Proposals on the FLARAP
(1) Discussion on the FLARAP

The JST initiated a preliminary meeting with the Sub-directorate of Environment & Road
safety Technical Affairs of DGH on 2nd March 2011 to clarify issues related to LARAP
preparation which will be conducted on the subprojects in the second stage. Main points in
the meeting are as follows. (See Vol. 3 LARAP）
 It was confirmed by DGH and the JST that the responsibilities for the preparation of
LARAP for the Project are under the DGH. The JST will support DGH for conducting
related tasks.
 The Framework of LARAP (FLARAP) must be consistent with JICA Guidelines (World
Bank OP.4.12)
 DGH will handle the necessary approval process of the FLARAP.
 The LARAP for each sub-project based on the FLARAP should be approved by the
related local government.
 The JST submitted first draft of the FLARAP which contained proposed countermeasures
necessary to fill the gaps between Indonesian regulations and JICA requirements. DGH
will review it and make response on 9th March 2011.
Note that DGH approved the first Draft and it will be submitted to JICA as Draft of FLARAP.
(Vol. 3 LARAP）
(2) Proposed Countermeasures for Filling the Gaps
The counter measures for filling the identified gaps in the previous chapter were proposed as
follows.
a) Preparation of Resettlement Action Plan (RAP)
According to the Minutes of discussion, the DGH agreed to establish LARAP for the
Project.
b) Minimization of Involuntary Resettlement
The JST will make every effort to minimize the involuntary resettlement as much as
possible in the basic design stage.
c) Impacts Covered
The FLARAP will contain a provision for compensation on the loss of income sources or
means of livelihood as well as land, buildings, crops/plants and other objects attached to
the land.
d) Estimation of Compensation Cost
The FLARAP will be prepared based on the principle of providing compensation at full
replacement cost (RC) without any depreciation. In case of identifying the gaps between
the RC and compensation cost calculated based on the Indonesian regulation, the gaps
will be filled by the special livelihood restoration program (LRP). As for the LRP, the
mechanism will be explained in 9.4.3.
e) Squatters
The FLARAP will include the principle of compensation for those who do not have formal
legal rights to land. Note that the compensation is limited to the affected structures only.
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f) Assistance for Restoration of Livelihood and Living Standard

The FLARAP will provide assistance for restoration of livelihood and living standard for
the displaced persons through the general livelihood restoration program (LRP).
g) Paying Attention to Vulnerable Groups
The FLARAP will pay attention to vulnerable groups such as those below the poverty line,
the landless, the elderly, women and children, indigenous peoples, ethnic minorities etc.
through providing the general livelihood restoration program (LRP).
9.4.2 Objectives and Principles of the FLARP
(1) Objectives
The LARAP Framework for the MARIP has been prepared to support the executing agency
(DGH) for addressing the adverse resettlement-related impacts of the subprojects of the
MARIP. The LARAP for each sub-project will be prepared based on the FLARAP.
(2) Principles
The basic principles of the LARAP Framework for the MARIP are as follows.
 Acquisition of land and other assets, and resettlement of people will be avoided or
minimized as much as possible by identifying possible alternative project designs and
appropriate social, economic, operational and engineering solutions that have the least
impact on populations in the project area.
 All affected households(AHs) residing, working, doing business and/or cultivating land
within the project impacted areas as of the date of the latest census and inventory of lost
assets(IOL), are entitled to compensation for their lost assets (land and/or non-land
assets), at replacement cost and restoration of incomes and businesses, and will be
provided with rehabilitation measures sufficient to assist them to improve or at least
maintain their pre-project living standards, income-earning capacity and production
levels.
 All affected people will be eligible for compensation and rehabilitation assistance,
irrespective of tenure status, social or economic standing. Lack of legal rights to the
assets lost or adversely affected tenure status and social or economic status will not bar
the AH from entitlements to such compensation and rehabilitation measures or
resettlement objectives.
 AHs will be fully consulted and given the opportunity to participate in matters that will
have adverse impacts on their lives during the design, implementation and operation of
the Project. Plans for the acquisition of assets will be carried out in consultation with the
AHs who will receive prior information of the compensation, relocation and other
assistance available to them.
 Payment for land and/or non-land assets will be based on the principle of replacement
cost (local regulations, where available and applicable, shall be fully followed in the
implementation process).
 Acquisition of assets, payment of compensation, and the resettlement and start of the
livelihood rehabilitation activities of AHs, will be completed prior to any construction
activities taking place
 There shall be effective mechanisms for hearing and resolving grievances during
implementation of the land acquisition and resettlement plans.
 Special measures will be incorporated in the LARAPs and in complementary mitigation
and enhancement activities to protect socially and economically vulnerable groups at
high risk of impoverishment, such as ethnic minorities, women-headed families,
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Final Report
disabled-headed households, landless households, children and elderly people without

support structures, and people living in poverty.
 Adequate resources will be identified and committed during land acquisition and
resettlement planning. This includes adequate budgetary support fully committed and
made available to cover the costs of land acquisition, compensation, resettlement and
rehabilitation within the agreed implementation period for the Project; and, adequate
human resources for supervision, liaison and monitoring of land acquisition, resettlement
and rehabilitation activities.
 The LARAP summary in the form of a Project Information Booklet (PIB) will be
translated into Bahasa and placed in the village offices for the reference of AHs as well
as other interested groups. A copy of the LARAP in the local language will be placed in
Executing agency (DGH) and district offices.
9.4.3 Entitlement Matrix
(1) Entitlement Matrix

The project entitlements developed and presented in the entitlement matrix correspond to the
potential impacts identified during the census and inventory of losses. (Refer to Table 9.4.1)
It should be noted that these entitlements may be revised or enhanced, as necessary,
following the conduct of a detailed measurement survey (DMS) and consultation with APs to
ensure that losses are restored, if not improved. Any revisions/enhancement in the
entitlements will be reflected in the updated LARAP for JICA review.
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Table 9.4.1 Entitlement Matrix
CATEGORY OF
No Entitled Persons PROJECT ENTITLEMENTS Notes/Implementation Arrangement
IMPACTS/LOSSES
A. Impacts on LAND
1 Permanent loss of Users/Occupants who have Cash or in kind compensation at replacement cost which is Local regulations, where available and applicable, shall
residential/commercia formal legal rights (hak based on market value that reflects recent land sales and in be fully followed in the implementation process.
l land milik) and customary and the absence of such recent sales, based on productive
traditional rights (adat or value (for productive/agricultural) or based on similar
ulayat) and those whose location attributes (for residential and commercial land).
claim over the affected land
is under application for full
title
2 Temporary loss of Users/Occupants who have • Payment of rent for residential land based on existing or Contractor will be responsible for returning land to pre-
residential/commercia formal legal rights (hak ongoing rental agreement in the area or as per negotiation project/better condition Local regulations, where
l land milik) and customary and with AHs. For productive land, rental will be no less than available and applicable, shall be fully followed in the
traditional rights (adat or the net income that would have been derived from the implementation process.
ulayat) and those whose affected property during disruption.
claim over the affected land • Compensation for affected crops at replacement cost for
is under application for full the duration of the impact, and Land will be restored to
title pre-project condition or better
Users/Occupants who have • No compensation for land, Local regulations, where available and applicable, shall
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3 MARGINAL
IMPACTS due NO formal legal rights (hak • Compensation for crops and trees based on replacement be fully followed in the implementation process. Not
Permanent Loss of milik) nor customary or cost principle their main source of income
Land Use traditional rights (adat or
ulayat)
: Marginal impacts:
B. Relocation of Ahs
1 Relocation of Ahs and Users/Occupants who have • Compensation for crops and trees based on replacement Local regulations, where available and applicable, shall
Shop Owners due to formal legal rights (hak cost principle be fully followed in the implementation process.
Permanent Loss of milik) and customary or • Provision of transport allowance based on actual cost of The LRP allowance shall be based on poverty threshold
Land Use traditional rights (adat or moving to new site (labor, transport cost) or provision of for an average 5 household members. A single person
ulayat) and those whose transport assistance will be provided in the form of a household will receive 1/5 of said amount.
claim over the affected land program within the LRP.
is under application for full • Provision of transition subsistence allowance will be
title provided in the form of a program within the LRP.
• Entitled to participate in Livelihood restoration program
2 Relocation of Ahs and Informal Dwellers but Have • No compensation for land, Local regulations, where available and applicable, shall
Shop Owners due to Other Land Outside the • Compensation for structures based on replacement cost be fully followed in the implementation process.
Permanent Project Area principle The LRP allowance shall be based on poverty threshold
Loss of Land Use • Compensation for crops and trees based on replacement for an average 5 household members. A single person
cost principle household will receive 1/5 of said amount.
Final Report
CATEGORY OF
IMPACTS/LOSSES
• Provision of transport allowance based on actual cost of
moving to new site (labor, transport cost) or provision of
Final Report
transport assistance will be provided in the form of a

program within the LRP.
• Provision of Transition subsistence allowance will be
provided in the form of program within the LRP.
• Entitled to participate in Livelihood restoration program
3 Relocation of Ahs and Informal Dwellers but Have • No compensation for land Local regulations, where available and applicable, shall
Shop Owners due to NO Other Land Outside the • Compensation for structures based on replacement cost be fully followed in the implementation process.
Permanent Loss of Project Area principle Individual or small group relocation sites as per AHs’
Land Use Compensation for crops and trees based on replacement final option. AHs have the option to have access to a
cost principle place to rent outside the residential plot that will be
• For house and house-cum-shop, the Project will facilitate facilitated by the DGH.
finding access to a residential plot (and with commercial The Project will assist AHs in the determination of lease
advantage for house-cum-shops) within the village or amount.
nearby, with affordable renewable lease or lease-to-buy For vulnerable Ahs who may not have the ability to
agreement. The area will have generate much income, the LRP will be designed to
similar or better conditions as before and have a latrine increase income levels sufficiently to be able to pay the
• For shops, the Project will facilitate finding access to a full local market leases.
place/plot to lease/rent with similar commercial advantage The LRP allowance shall be based on poverty threshold
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either in existing market sites or a plot of land suitable for for an average 5 household members. A single person
putting up stalls/shops (new market). Lease arrangement household will receive 1/5 of said amount.
will be with a provision to
renew and shall be facilitated by the project.
Provision of transport allowance based on actual cost of
moving to new site (labor, transport cost) or provision of

transport assistance will be provided in the form of the
LRP.
• Provision of transition subsistence will be provided in
the form of the LRP.
• Entitled to participate in Livelihood restoration program.
C. NON-LAND ASSETS
1a Houses/Shops and Owners regardless of • Compensation at replacement cost based on actual Local regulations, where available and applicable, shall
Secondary Structures whether or not the owner has current market prices of materials and actual cost of labor be fully followed in the implementation process.
hak guna bangun for dismantling, transfer and rebuilding
(building permit)
1b Houses/Shops and Renters of Structures • Assistance to tenants/renters to find a new place to live Local regulations, where available and applicable, shall
Secondary Structures (house/shops) or do business be fully followed in the implementation process.
• Assistance to find new rental property
• Entitled to participate in Livelihood restoration program.
CATEGORY OF
IMPACTS/LOSSES
2 Public Infrastructure Owner (Government) • Rebuild the facilities based on agreement by both parties.
and Facilities
3 Crops and Trees Owner Annual Crops. If standing crops are destroyed or cannot be Local regulations, where available and applicable, shall
harvested, compensation based on replacement cost be fully followed in the implementation process.
principle
• Perennial Crops.
Compensation based on replacement cost
• Timber Trees.
Compensation at current market rates based on type of tree
and diameter of trunk at breast height
D . INCOME LOSS
1 Significant Impact House-cum-shop and shop- • Entitled to participate in the Livelihood Restoration The LRP allowance shall be based on poverty threshold
Due to Relocation of owners whether or not with Program (LRP) for an average 5 household members. A single person
Shops or House-cum- land outside the Project Area household will receive 1/5 of said amount.
shops
E . HIGH RISK OF IMPOVERISHMENT /HARDSHIP
1 Due to loss of resource Poor and vulnerable Entitled to participate in the Livelihood Restoration “LRP allowance” will be provided to participants using a
base Households even if Program and LRP Allowance poverty threshold for an average 5 household members.
marginally affected A single person household will receive 1/5 of said
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amount.
AHs can take part in the program and in the process of
restoring their income.
F. IMPACTS DURING CONSTRUCTION
1 Non-Land Assets Owners of affected non land Compensation at Replacement Cost as indicated above
assets
Source: JICA MARIP Preparatory Survey Team(March 2011) referring to the FLARAP for Upper Citarum Basin Tributaries Flood Management Project (August 2010)
Final Report
Final Report
(2) Livelihood Restoration Program (LRP)

In the FLARAP, the Livelihood Restoration Program (LRP), which is the Project
Resettlement Policy, was proposed for the MARIP specifically. The LRP will apply to fill the
gaps in terms of providing compensation at full replacement cost, to assist in restoration of
livelihood and living standard and to consider the vulnerable groups including squatters as
mentioned above. The basic compensation policies applied in the FLARAP using LRP are as
follows; (see Table 9.4.2).
 In the case that there are local regulations available regarding compensation, affected
persons (APs) will be entitled to compensation as stipulated in the existing local
government regulation available at the time of implementation.
 In the case that there are no local regulations available regarding compensation, APs will
be entitled to replacement cost as described in the entitlement matrix.
 In the case that there are any gaps in the compensation cost of local regulations and
replacement cost, the gaps will be filled in the form of the special program, the
Livelihood Restoration Program (LRP).
 “Assistance for restoration of livelihood and living standard” and “Paying attention to
vulnerable groups” will be considered in the form of a general program of the Livelihood
Restoration Program (LRP).
 Allowances defined in the entitlement matrix will be provided as cash or in kind or
alternatively may be provided in the form stipulated in the LRP.
The concept of the “Livelihood Restoration Program” has been proposed in the Preparatory
Survey by JICA for Upper Citarum Basin Tributaries Flood Management Project in Indonesia
(2010). Note that the original concept of the LRP came from the “Integral Citarum Water
Resources Management Investment Program funded by ADB (2008),
The eligibilities and the contents of the LRP will be decided through consultation with the
Aps to be held in the updating of LALAP in the loan implementation stage. The expected
contents of the LRP are as follows.
 Training for skills acquisition for job placement
 Micro-finance for small-scale business
 Assistance on land lease agreement for landless Aps who will start small business
 Others
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Table 9.4.2 Basic Compensation Policies Applied in the RAP

Compensation Items Legal Occupant Squatter
The compensation cost for land will
be basically determined based on
the BPN regulation/ mayoral decree
with several considerations such as
land transaction results in the last 6
months, NJOP as well as market
Land price. Note that the cost will be None
examined in the process of LARAP
updating.
LRP (Special) LRP (Special)
Replacement Cost
Replacement Cost
LRP (Special)
Property (Crops, LR or BPN
Buildings)
LR
regulation
Case1 Case2
Assistance for
Restoration of
Livelihood and
LRP (General)
Living Standard
Paying attention to The eligibility groups and the amount for LRP
vulnerable groups (General) will be identified in the LARAP preparation
Updating.
Source: JICA MARIP Preparatory Survey Team (March 2011)
 LR： Local Regulation on compensation

 BPN regulation ： Compensation cost based on Indonesian Regulation decided by BPN
 LRP (Special)： Special Program for Livelihood Restoration Program:
 LRP (General)： General Program for Livelihood Restoration Program:
 Case1: Local Regulations available
 Case2: Local Regulations not available
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9.5 LARAP Preparation

9.5.1 General
LARAPs for each subproject were prepared based on the FLARAP with a sub-contract under
financial assistance of JICA. The terms of reference for the LARAP preparation refer to Vol.
3 LARAP.
The selected LARAP Preparation team of the local consultant company (herein after “Survey
Team”) prepared LARAPs under supervision of the member of JST based on the work
schedule as shown below. (Table 9.5.1)
Table 9.5.1 Implementation Schedule for LARAP Preparation
April May June July
Preparation
Data Collection
Field Survey
Data Analysis
Socialization
Report Preparation
The LARAPs for three (3) projects out of ten (10) sub-projects were not prepared due to the
reasons mentioned below.
(1) Semanggi
This is an existing clover-leaf type intersection. The final improvement plan has not been
established although several alternatives for improvement of the existing intersection have
been considered. The LARAP will not be prepared for this sub-project because the
intersection improvement under any of the alternatives will not require additional land
acquisition due to the improvement activities being completely within existing intersection
area.
(2) Sulawesi - Tg.PA
The Sulawesi - Tg.PA is a part of the Tanjung Priok Access Road. The LARAP for the
Sulawesi - Tg.PA will not be conducted because the land acquisition for the project will be
conducted as s part of x Tanjung Priok Access Road Project.
The JST conducted an interview with the Land Acquisition Office Tanjung Priok Access
Road to grasp the current status of land acquisition for the Sulawesi section on 23rd June 2011.
The summary of the present condition for the project is as follows.
 The inventory of loss survey at Jl. Sulawesi is being carried out now, therefore the data
processing for the section has not been completed.
 The Land Acquisition Team will offer the latest NJOP to AH as compensation cost for
land.
 The compensation cost for structures and trees will be calculated based on the latest local
government regulations.
 They have no plan to provide a livelihood restoration program to the AH’s.
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(3) Senayan
The LARAP for Senayan must wait for the final conclusions on the improvement plan. As for
the intersection, serious traffic congestion in this intersection is predicted by MPW DGH
after completion of the Antasari - Block M elevated non-toll project. There are several
discussions among many stakeholders on the improvement plan including improvement
through soft components for the intersection. The discussion has not come to a conclusion yet.
9.5.2 Project Description for Selected Sub-Projects

The summary of the project component for sub-projects is shown below.
Table 9.5.2 Summary of the project component for sub-projects
Approximately Number of lanes
No. Sub-Project Structure type length of
structure Main road Frontage road
1 Semanggi Road 217m - -

improvement
2 R.E.Martadinata Overpass 725m 2 lanes each 2 lane each way
way
3 Sulawesi - Tg.PA Overpass 318m 2 lanes each 2 lanes each way
way
4 Kuningan Underpass 1,018m 2 lanes each 2 lanes each way
way
5 Pancoran Overpass 634m 2 lanes for 1 2 lanes for 1
direction direction
6 Pinang Baris Overpass 533m 2 lanes each 2 lanes each way
way
7 Katamso Underpass 360m 2 lanes each 2 lanes for 1
way direction
8 Sudirman II Overpass 570m 2 lanes each 2 lanes each way
way
Road Road 1 lane each -
improvement improvement way
(Jl. Karimalan) 2km
9 Cikarang and 3 bridges FO: 71m
Overpass: 190m
Bridge: 50m
10 Senayan - - - -
9.5.3 Field Survey

(1) Identification of Project boundaries
In order to identify the project boundaries, the corridor of impact (COI) of the Project has
been marked on the preliminary designs for each sub-project prepared by JST. The
information regarding the ROW was provided by the related Spatial agencies.
(2) Field Survey
The field survey necessary for LARAP preparation consists of a census, inventory of loss
(IOL) survey and socio-economic survey. These surveys were conducted based on the results
of the preliminary designs for each sub-project. Note that the surveys were conducted for all
project affected households (Ahs)
The data collected during the IOL will constitute the formal basis for determining AP
entitlements and levels of compensation. For each AP, the scope of the data will include:
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 Total and affected areas of land, by type of land assets;

 Total and affected areas of structures, by type of structure (main or secondary);
 Legal status of affected land and structure assets, and duration of tenure and ownership;
 Quantity and types of affected crops and trees;
 Quantity of other losses, e.g., business or other income, jobs or other productive assets;
estimated daily net income from informal shops;
 Quantity/area of affected common property, community or public assets, by type;
 Summary data on AHs, by ethnicity, gender of head of household, household size
primary and secondary source of household income vis-à-vis poverty line, income level,
whether household is headed by women, elderly, disabled, poor or indigenous peoples;
 Identify whether affected land or source of income is primary source of income; and
 AP knowledge of the subproject and preferences for compensation and, as required,
relocation sites and rehabilitation measures.
The purpose of the socioeconomic survey is to provide baseline data on APs to assess
resettlement impacts, and to be sure proposed entitlements are appropriate, and to be used for
resettlement monitoring. The scope of data to be collected includes:
 Household head: name, sex, age, livelihood or occupation, income, education and
ethnicity;
 Household members: number, livelihood or occupation, school age children and school
attendance, and literacy, disaggregated by gender;
 Living conditions: access to water, sanitation and energy for cooking and lighting;
ownership of durable goods; and
 Access to basic services and facilities.
The interview form that covers all issues mentioned above was developed for the field survey
in Bahasa Indonesia (Vol. 3 LARAP） The interviews were conducted by survey team
members by visiting each PAP.
9.5.4 Replacement Cost Survey

The FLARAP of the MARIP stipulated the basic principle for compensation cost that “all
compensation for affected land and non-land assets owned by households/shop owners who
meet the cut-off date will be based on the principle of replacement cost and existing
government regulations for compensation calculations for buildings, crops and trees will be
used if available”.
Based on the FLARAP policies, the LARAP survey team conducted a replacement cost
survey to determine the compensation cost based on the principle of “replacement cost” for
affected land and structures. The replacement cost survey consists of data collection from
related agencies, comparative analysis and discussion regarding the collected data and
decision on compensation cost for MARIP.
(1) Data Collection
a) Existing Local Government Regulations for compensation
As mentioned in the FLARAP, if the local government regulations which stipulate
compensation cost for buildings, crops and trees are available, the unit costs will be used as
replacement costs.The local governments where the subprojects located are as follows.
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Table 9.5.3 Related Local Governments

local government subprojects
DKI Semanggi, R.E.Martadinata, Sulawesi -
1
Tg.PA, Kuningan, Pancoran, Senayan
2 Bekasi regency Cikarang
3 Tangerang City Sudirman II
4 Medan Cit Pinang Baris ,Katamso,
Source: JICA Survey Team for MARIP
As the survey results, all the related local governments have their own compensation
regulations for public development. The identified local regulations are shown in Table 9.5.4.
Note that those regulations stipulate values only for buildings, crops and trees not for land.
Table 9.5.4 Local Government Regulations on Compensation Cost
local government Regulations
1 DKI “Guidelines for Implementation on valuation of Compensation Rates
“ :Decision of the Head of Housing Department and Local
Government Buildings, Province of DKI No.2/2009 (Vol. 3
LARAP)
2 Bekasi regency “Standard compensation rates for buildings and crops affected by
government projects 2008” Decision of Governor (Vol. 3 LARAP)
3 Tangerang City “Standard compensation rates for buildings and crops affected by
government projects in the 2011 budget year for the city of
Tangerang” Decision of Mayor 2011(Vol. 3 LARAP)
4 Medan City “Determining the value of building prices as a basic assessment of
the costs of building inspection and assessment of damages in Kota
city” Decision of Mayor 2010 (Vol. 3 LARAP)
b) Interviews on the results of the actual transactions on land and houses to each related
Kelurahan.
The Kelurahan, which are the administrative bodies under Kecamatan（ Sub-district） , hold
the records of market prices for transactions on real estate including the land and houses of
the communities.
The sub-projects of the MARIP belong to the Kelurahan as shown below.
Table 9.5.5 List of Related Kelurahan
Sub-Project Kelurahan etc
1 Semanggi Karet Semanggi, Gelora
2 R.E.Martadinata Tanjung Priok
3 Sulawesi - Tg.PA Tanjung Priok ,Kebon Bawang, Koja Utara
4 Kuningan Kuningan Timur, Karet Kuningan, Kuningan Barat
5 Pancoran Pancoran
6 Pinang Baris Cinta Damai,M. Helvitia,.Lalang
7 Katamso Titi Kuning, Johor, Pangkalan, Mashyur, Johor
8 Sudirman II Buaran Indah
9 Cikarang Tanjungsari, Cikarang Kota, Karangbaru,
Karangasih, Karangharja, waluya, Kalijaya
10 Senayan Gunung,Selong,Senayan, .Gelora
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The LARAP Survey team visited all related kelurahan offices to investigate the market prices
for land and houses at each kelurahan. The interviews were conducted with the head of the
kelurahan. Note that it was not allowed to make photocopies of original data.
The results of the interviews are as shown in Table 9.5.6.
Table 9.5.6 Market Price for land and House through interviews with related Kelurahan
Land(Rp./m2) House( Rp./m2)
No. Kelurahan
Lowest Highest Lowest Highest
I. DKI
South Jakarta
1 Kel.Kuningan Barat 1,573,000 24,625,000 700,000 5,500,000
2 Kel.Karet Kuningan 5,000,000 25,000,000 700,000 5,500,000
3 Kel.Selong 10,455,000 13,125,000 700,000 5,500,000
4 Karet Semanggi 5,000,000 25,000,000 700,000 5,500,000
5 Kuningan Timur 5,000,000 25,000,000 700,000 5,500,000
6 Kel.Senayan 40,000 10,000,000 700,000 5,500,000
7 Kel.Gunung 1,000,000 20,000,000 700,000 5,500,000
8 Kel.Pancoran 1,000,000 20,000,000 700,000 5,500,000
Central Jakarta
1 Kel.Bendungan Hilir 4,000,000 10,000,000 700,000 5,500,000
2 Kel.Gelora 1,000,000 20,000,000 700,000 5,500,000
North Jakarta
1 Koja 1,000,000 6,305,000 700,000 5,500,000
2 Tanjung Priok 1,000,000 10,000,000 700,000 5,500,000
II. Bekasi regency
1 Tanjung Sari – Cikarang Utara 64,000 916,000 595,000 614,000
2 Cikarang Kota – Cik Uatara 64,000 916,000 595,000 614,000
3 Wangunharja- Cikarang Utara 394,000 800,000 834,000 1,200,000
4 Pasir Sari – Cikarang Barat 394,000 800,000 834,000 1,200,000
III. Tangerang City
1 Tanah Tinggi – Kec.Tangerang 200,000 1,500,000 1,000,000 1,200,000
2 Buaran Indah 200,000 1,500,000 1,000,000 1,200,000
IV. Medan City
1 Lalang – Kec. Medaan Sunggal 3,000,000 5,000,000 600,000 1,500,000
Cinta damai – Kec. Medan
2 3,000,000 5,000,000 500,000 1,000,000
Helvitia
3 Titi Kuning – Kec. Medan Johor 3,000,000 4,000,000 900,000 1,200,000
Pangkalan Mashyur – Kec.
4 1,500,000 3,000,000 800,000 1,000,000
Medan Johor
Source: JICA Survey Team for MARIP based on interviews to related Kelurahan offices
c) Investigation on the “NJOP for land and buildings” at each related Tax office
The LARAP Survey team visited all related tax offices to collect NJOP for land and buildings.
The team succeeded in obtaining some original copies for NJOP but basically the
investigation was conducted through interviews with the persons in charge.
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Table 9.5.7 NJOP for Land and Buildings at subproject location

NJOP(Land) (Rp./m2) NJOP(Building) (Rp./m2)
No. Kelurahan
Lowest Highest Lowest Highest
I. DKI
South Jakarta
1 Kel.Kuningan Barat 11,305,000 20,755,000 834,000 1,200,000
2 Kel.Karet Kuningan 18,375,000 24,625,000 834,000 1,200,000
3 Kel.Selong 8,755,000 11,305,000 834,000 1,200,000
4 Karet Semanggi 11,305,000 25,995,000 834,000 1,200,000
5 Kuningan Timur 8,755,000 15,105,000 834,000 1,200,000
6 Kel.Senayan 11,305,000 27,405,000 834,000 2,200,000
7 Kel.Gunung 8,755,000 13,100,000 834,000 1,200,000
8 Kel.Pancoran 13,100,000 18,375,000 834,000 1,200,000
Central Jakarta
1 Kel.Bendungan Hilir 3,375,000 16,155,000 834,000 1,200,000
2 Kel.Gelora 2,013,000 15,105,000 834,000 1,200,000
North Jakarta
1 Koja 1,032,000 5,605,000 595,000 968,000
2 Tanjung Priok 1,032,000 6,805,000 834,000 1,200,000
II. Bekasi regency
1 Tanjung Sari – Cikarang 64,000 916,000 595,000 614,000
Barat
2 Cikarang Kota – Cik 64,000 916,000 595,000 614,000
Barat
3 Wangun Harja – 394,000 800,000 834,000 1,200,000
Cikarang Utara
4 Pasir Sari – Cik Utara 394,000 800,000 834,000 1,200,000
III. Tangerang City
1 Tanah Tinggi – 394,000 614,000 823,000 1,200,000
Kec.Tangerang
2 Buaran Indah 394,000 614,000 823,000 1,200,000
IV. Medan City
1 Lalang – Kec. Medaan 2,013,000 2,508,000 595,000 1,516,000
Sunggal
2 Cinta damai – Kec. 802,000 2,352,000 429,000 968,000
Medan Helvitia
3 Titi Kuning – Kec. 1,274,000 1,862,000 823,000 1,200,000
Medan Johor
4 Pangkalan Mashyur – 1,573,000 1,573,000 968,000 968,000
Kec. Medan Johor
Source: Price tax ( NJOP) land and buildings from the Tax Office of Land and buildings
(2) Analysis and compensation cost

The existing local regulations for compensation cost will be respected in consideration of
compensation cost based on the principle of “Replacement Cost”. However, the cost
contained in the regulations should be examined for appropriateness for the replacement cost.
The examination for the replacement cost will be conducted for land and buildings separately
because the local regulations don’t have compensation cost for land.
The collected data for compensation cost for buildings is summarised as shown in
Table 9.5.8.There is no information on the building specifications such as permanent or
semi-permanent in the information of market price and NJOP. There are considerable
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differences in those unit costs depending on the location even in the same Kelurahan. The
unit costs of local regulations exceed those of NJOP and show almost the same value as the
market prices obtained at related Kelurahan. Therefore, the unit costs of the local regulations
are considered as acceptable for replacement costs for buildings.
Table 9.5.8 Comparative Analysis on Compensation Costs for Buildings (Rp./m2)
DKI JKT
Local Regulation Market Price NJOP
Permanent 1,586,000
700,000 - 5,500,000 834,000 -1,200,000
Semi-Permanent 684,000
Bekasi
L.R Market Price NJOP
Permanent 3,685,000
500,000 -2,000,000 595,000 - 1,200,000
Semi-Permanent 1,283,000
Tangerang
Permanent 1,692,000
1,000,000 - 1,200,000 823,000 -1,200,000
Medan
Permanent 1,685,400
600,000 - 1,500,000 429,000 - 1,516,000
Table 9.5.9 shows the results of analysis of compensation cost for land.
Table 9.5.9 Results of analysis for compensation cost for land (Rp./m2)
DKI JKT
Market Price NJOP
40,000 - 25,000,000 1,032,000 - 25,995,000
Bekasi Regency
Market Price NJOP
50,000 -800,000 64,000 -916,000
TangerangnCuty
Market Price NJOP
200,000 - 1,500,000 394,000 -614,000
Medan City
Market Price NJOP
1,500,000 - 5,000,000 802,000 -2,508,000
The market prices obtained at related Kelurahan sometimes showed considerable differences
depending on the location and other conditions even in the same Kelurahan. However, the
prices could be considered as most appropriate costs for replacement costs because the prices
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reflect the results of actual transactions in terms of land and buildings. The NJOP collected at
the same Kelurahan showed lower values than the market prices, excepting special case such
as “Semmangi”
The LARAP will be updated after completion of the detailed design for each sub-project.
This means that the consideration on the compensation cost at the moment should be based
on a conservative attitude. Therefore, the highest unit cost for land and buildings obtained in
the related kelurahan will be applied as “replacement cost” in the LARAP preparation. The
results of the consideration of the compensation costs based on the replacement costs are
shown in Table 9.5.10. Note that the calculation for the budget for implementation of land
acquisition in the LARAPs for sub-projects will be conducted based on the unit costs shown
below.
Table 9.5.10 List of Unit costs for each Sub-project (references: NJOP)
Building (Rp./m2) Bld.
Land Land (NJOP)
Sub-project Semi- (NJOP)
(Rp./m2) Permanent (Rp./m2)
Permanent (Rp./m2)
1 Semanggi 25,000,000 1,586,000 684,000 25,995,000 1,200,000
2 R.E.Martadinata 10,000,000 1,586,000 684,000 6,805,000 1,200,000
3 Sulawesi - Tg.PA 10,000,000 1,586,000 684,000 6,805,000 1,200,000
4 Kuningan 25,000,000 1,586,000 684,000 15,105,000 1,200,000
5 Pancoran 20,000,000 1,586,000 684,000 18,375,000 1,200,000
6 Pinang Baris 5,000,000 1,685,400 746,125 2,508,000 1,516,000
7 Katamso 5,000,000 1,685,400 746,125 2,508,000 1,516,000
8 Sudirman II 1,500,000 1,692,000 807,000 614,000 614,000
9 Cikarang 800,000 3,685,000 1,283,000 800,000 823,000
10 Senayan 20,000,000 1,586,000 684,000 13,100,000 1,200,000
9.5.5 Decision on a Full or an Abbreviated LARAP

According to the OP.4.12 of WB, a LARAP is required for all operations that entail
involuntary resettlement unless otherwise specified. Note that where impacts on the entire
displaced population are minor, or fewer than 200 people are displaced, an Abbreviated
LARAP will be agreed with the borrower.
(1) Contents of LARAP
The scope and level of detail of the LARAP vary with the magnitude and
complexity of resettlement. The LARAP covers the elements below, as relevant.
 Description of the project (General description of the project and identification of the
project area)
 Potential impacts (Identification of the project components or activities, the zone of
impact of such components or activities etc.)
 Objectives
 Socioeconomic studies (The findings of socioeconomic studies)
 Legal framework (The findings of an analysis of the legal framework)
 Institutional Framework (The findings of an analysis of the institutional framework)
 Eligibility (Definition of displaced persons and criteria for determining their eligibility
for compensation and other resettlement assistance)
 Valuation of and compensation for losses
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 Resettlement measures (A description of the packages of compensation and other

resettlement measures)
 Site selection, site preparation, and relocation (Alternative relocation sites considered and
explanation of those selected)
 Housing, infrastructure, and social services (Plans to provide housing, infrastructure and
social services)
 Environmental protection and management
 Community participation (Involvement of resettlers and host communities)
 Integration with host populations (Measures to mitigate the impact of resettlement on any
host communities)
 Grievance procedures
 Organizational responsibilities (The organizational framework for implementing
resettlement)
 Implementation schedule
 Costs and budget
 Monitoring and evaluation
(2) Abbreviated LARAP
In case of an abbreviated LARAP it covers the following minimum elements.
 A census survey of displaced persons and valuation of assets;
 Description of compensation and other resettlement assistance to be provided;
 Consultations with displaced people about acceptable alternatives;
 Institutional responsibility for implementation and procedures for grievance redress;
 Arrangements for monitoring and implementation; and
 A timetable and budget
9.5.6 Summary of LARAP for Sub-projects of MARIP

Table 9.5.11 Summary of LARAP for Sub-projects of MARIP
Affected
Affected Land
No. Sub-project No. of AHs No. of PAPs Structures Remarks
(m2)
(m2)
1 Semanggi - - - - -
2 R.E.Martadinata 38 132 622 662 Vol. 3 LARAP
3 Sulawesi - Tg.PA - - - - -
4 Kuningan 117 184 2,096 506 Vol. 3 LARAP
5 Pancoran 0 0 487 0 -ditto-
6 Pinang Baris 186 320 6,157 2,763 -ditto-
7 Katamso 41 61 398 217 -ditto-
8 Sudirman II 29 73 5,644 934 -ditto-
9 Cikarang 91 292 383 2,027 -ditto-
10 Senayan - - - - -
Source: JICA Survey Team for the MARIP
9.6 Implementation Arrangement

(1) Executing and Implementing Agencies
The Directorate General of Highways (DGH) of the Ministry of Public Works will have
overall responsibility for ensuring satisfactory implementation of the Project. The
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implementing agencies, the Project Implementation Unit (PIU) of Balai Basar, together with
the Resettlement Working Group (RWG) of each local government, will be responsible for
the updating and implementation of the LARAP as per approved FLARAP.
The PIU will assign one (1) senior staff member and 4 assistants who will coordinate with the
RWG of the related local governments (DKI, Tangerang City, Bekasi Regency and Medan
City).
The functions of the RWG include the following:
a) Carry out the survey investigations for updating of the LARAP;
b) Carry out consultations with the AHs and distribution of the draft and final LARAP
document;
c) Update and approve the replacement costs;
d) Prepare relocation plans during LARAP updating and finding relocation areas for AHs
with similar or better conditions than before. For affected shops, facilitate finding
suitable place/plot to lease/rent (existing/new markets) within/nearby the project site in
its villages, with a provision to renew;
e) Provide special attention to poor and vulnerable AHs through consultation and ensure
that their concerns and special needs are addressed during LARAP updating and
implementation;
f) Design and implement the livelihood restoration program (LRP);
g) Prepare the necessary vouchers and other documentation to facilitate the expeditious
processing of the compensation for the AHs and deliver compensation payments to the
AHs;
h) Receive complaints, verbal or written, from the AHs and ensure that these are brought to
the attention of the Bupati or Walikota for appropriate action;
i) Maintain a record of all public meetings, complaints, and actions taken to address
complaints and grievances at the District/City level; and
j) Submit quarterly progress reports on LARAP updating and implementation (payments,
relocations, income restoration) to the Sub Directorate Bina Program Directorate General
of Highways.
(2) Regency/City/Municipality
The Bupati (Head of Regency) or Walikota (Mayor) will provide the main workforce in the
preparation and implementation of the LARAP. The Bupati or Walikota will have the
following functions:
a) Issue a Decree for establishing a Land Acquisition Committee
b) Issue a Decree on the unit costs of affected assets based on replacement costs and/or
market rates;
c) Manage the funds for paying the compensation to AHs for lost assets; and
d) Assist in the expeditious and judicious resolution of complaints of AHs.
(3) Land Acquisition Committee
Land procurement related to public interest in a Regency/City area is done by the Land
Procurement Committee of the Regency/City, which is formed by the Bupati/Mayor.
a) To carry out the survey and inventory of land, buildings, crops and other existing objects,
which are attached to the land that will be released or delivered.
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b) To conduct the survey regarding the legal status of land that will be released or delivered,
and the supporting documents.
c) To estimate and propose the amount of compensation for the land which will be released
or delivered.
d) To provide clarification or information disclosure (consultation) to the community that
will be affected by the development plan, by means of public consultations, either by
meetings, press (print), or electronic media, so that anyone in the community who will be
affected by the development plan, will be informed.
e) To deliberate with all landowners and the government and/or local government
institutions that need land, in order to stipulate the type and/or amount of compensation.
f) To witness the transferring of compensation implementation to the owners of the land,
buildings, crops, and other existing objects on the land.
g) To prepare the minutes of the land rights release or delivery.
h) To file and document all of the land procurement files, and send them to the competent
body/institution.
(4) Project Implementation Consultants (PIC)
The PIC will conduct the detailed design and construction supervision. The PIC will assist
the executing and implementing agencies to carry out the detailed measurement surveys and
replacement costs surveys in the process of the LARAP updating and implementation.
(5) LARAP Updating
The inventory of loss conducted in the preparation of this LARAP is based only on the
preliminary design. The information on the concerns, preferences, and suggestions on
relocation and rehabilitation options etc. of AHs were collected through initial consultation
with AHs in the socio-economic survey. The budget estimated compensation costs based on
replacement costs which stands on the safe side.
LARAP updating will be carried out following detailed design during loan implementation so
that the LARAP would reflect the final condition of affected land and properties and latest
compensation costs based on the replacement costs. The entitlement matrix will be also
updated in terms of corresponding entitlements and livelihood restoration programs based on
actual impacts to AHs.
Resettlement implementation including disbursement of payment to AHs, land clearance and
relocation of AHs can only commence when the updated LARAP has been reviewed and
confirmed by JICA.
9.7 Tentative Implementing Schedule for Land Acquisition

Table 9.7.1 Tentative Implementing Schedule for Land Acquisition
（confidential）
9-24
Final Report
9.8 Recommendations and Proposal

(1) Necessary action for Implementation of land acquisition by Executing Agency
In order to commence the land acquisition activities for the MARIP, it is necessary that the
Executing Agency （DGH）prepare a proposal 1 year before, at the latest, describing the:
a) Goals and objectives of construction
b) Place and location of construction
c) Required land size/area
d) Financing source
e) Feasibility analysis of the construction planning, also include the construction impact as
well as the prevention and controlling efforts towards that impact
(2) Schedule for LARAP Updating
The LARAPs were prepared within a limited time schedule. The landowners or owners of
properties were not identified due to their absence in some cases. Therefore, it will be
important to ensure enough time for LARAP updating including DMS and replacement cost
survey. In order to secure the necessary time for those activities, the selection of the PIC
without delay after the loan agreement for the MARIP and the preparation of LARAP
updating will be necessary.
(3) Stakeholders Meetings
The appropriate information disclosure and close consultation with the PAPs through
stakeholders meetings in the process of the LARAP updating is indispensable. The results of
the updated LARAP should be disclosed to PAPs at stakeholders meetings to finalise the
appropriate LARAP which incorporate various opinions from PAPs.
9-25
Final Report
CHAPTER 10. EVALUATION OF SUB-PROJECTS
10.1 Evaluation Method

(confidential)
10.2 Multi Criteria Analysis

(confidential)
Table 10.2.1 Multi Criteria
(confidential)
10.3 Evaluation Result

(confidential)
10-1
Final Report
Table 10.3.1 Evaluation Result (Scenario-1)
(confidential)
10-2
Final Report
(confidential)
10-3
Final Report
(confidential)
10-4
Final Report
10.4 Project Evaluation

(confidential)
Table 10.4.1 Selection of Sub-projects for each Alternative
(confidential)
10-5
Final Report
Table 10.4.2 Summary of Evaluation Result
(confidential)
10-6
Final Report
CHAPTER 11. IMPLEMENTATION PROGRAM
11.1 Possible Loan Scheme

(confidential)
Table 11.1.1 Possible Loan Scheme
(confidential)
11-1
Final Report
11.2 Alternatives for the Implementation Program

(confidential)
Table 11.2.1 Alternatives for the Implementation Program
(confidential)
11.3 Implementation Schedule

(confidential)
11-2
Final Report
Table 11.3.1 Implementation Schedule (Alternative-1)
(confidential)
11-3
Final Report
(confidential)
11-4
Final Report
(confidential)
11-5
Final Report
11.4 Implementation Program

(confidential)
Table 11.4.1 Civil works Cost in Sector Loans
(confidential)
Table 11.4.2 Loan Amount for Each Alternative
(confidential)
11-6
Final Report
Table 11.4.3 Loan Amount Calculation (Alternative-1)
(confidential)
11-7
Final Report
(confidential)
11-8
Final Report
(confidential)
11-9
Final Report
11.5 Consulting Works

(confidential)
11-10
Final Report
Table 11.5.1 Cost Estimation for Consulting Services
(confidential)
11-11
Final Report
CHAPTER 12. CONCLUSIONS AND RECOMMENDATIONS
12.1 Conclusions
(confidential)
12.2 Recommendations
(confidential)
12-1
Final Report
(confidential)
12-2

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Preparatory Survey for Metropolitan Arterial Road Improvement Project

4.2 Structure Design

4.2.1 Design Standards for Structures

(1) Design Standards for Structures

(3) Width of Sidewalks

2) Horizontal Clearance over Railways

Source: Bridge Design Code, MPW

Figure 4.2.1 Determining Vertical Clearance

Two (2) Lane (two lanes one direction)

Three (3) Lane (three lanes one direction)

Figure 4.2.2 Typical Cross Section of Bridge Structure (PC-U Girder)

Figure 4.2.3 Typical Cross Section of Underpass Structure

4.2.2 Flyover (Bridge) Planning

(1) Review of Existing Structure Features

Moment layout at self weight

Source: JICA Survey Team

Figure 4.2.4 Typical Side View of Simple PC Girder Bridge

Design Standards [Site investigation]

Selection of Structure type Reaction Force of

Comparison study for

Source: JICA Survey Team

Figure 4.2.5 Flowchart for Planning of Flyover (Bridge) Structure

Source: JICA Survey Team

15m～25m 25m～40m 40m～

PC Hollow PC U-girder PC Box girder Steel Box girder

Figure 4.2.6 Flowchart for Selection of Precast Girder Type

Table 4.2.4 Comparison of Typical Precast Girders in Indonesia

Source: JICA Survey Team

(3) Foundation Structures

PC spun pile foundation - Precast Pile length and diameter should be

Depth more than

- Applicable for large bearing forces

- Applicable for large bearing forces

Inverted More than 5m and less - Economical

Rigid-framed More than 10m or less - Complicated structure

- Large scale structure

Source: JICA Survey Team

 Conventional type of substructure in Indonesia

 General type of substructure

 Generally used for wide super structure

Source: JICA Survey Team

4.2.3 Underpass Planning

(2) Approach Section (Open –Cut and Retaining-wall Section)

Outline U Shaped Retaining Wall

PC sheet pile Secant pile

High Tolerable Tolerable

Source : JICA Survey team

4.2.4 Structure Design for Each Subproject

(1) Flyover Structure

Table 4.2.13 Comparison of Bridge Structure for Side Span of Flyover

(1) 2. R.E. Martadinata

Construction Area Construction Area

Crawler crane 30～35t

Side view Trailer

Bored pile φ1200mm

(2) 3. Sulawesi Flyover

Construction Area Construction Area

Plan Crawler crane 30～35t

(3) 5. Pancoran Flyover