List of Illustrations and Tables
Chapter 1
Fig. 1.1 |
Historical and projected populations of Indonesia, 1960–2050. Source: World Bank 2015a. |
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Fig. 1.2 |
Indonesian GDP per capita in USD, 1980–2013. Source: World Economic Forum 2015b. |
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Fig. 1.3 |
Investment realisation of FDI 2012–June 2017 in USD per quarter. Source: BKPM 2017b. |
Chapter 2
Fig. 2.1 |
Indonesian Six Economic Corridors identified for the MP3EI. Source: Ministry of National Development Planning/National Development Planning Agency, 2011 (Bappenas 2011a), Masterplan Acceleration and Expansion of Indonesia Economic Development 2011–25. Coordinating Ministry for Economic Affairs. |
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Fig. 2.2 |
Relationships between various Indonesian project planning agencies and authorities (figure by the authors) |
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Fig. 2.3 |
KPPIP process for coordinating project outcomes. Source: KPPIP, 2016. |
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Fig. 2.4 |
Global Competitiveness Index* scores for East Asia and Pacific countries. Source: World Economic Forum 2017 The Global Competitiveness Report 2017–2018. The GCI measures all indicators on a 1–7 scale and aggregates the scores to find a final overall GCI score. The higher the score the better the measure being assessed. |
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Fig. 2.5 |
The most problematic factors for doing business in Indonesia 2016. Source: World Economic Forum 2016, Global Competitiveness Report 2016–2017.* |
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Fig. 2.6 |
The most problematic factors for doing business in Indonesia 2017. Source: World Economic Forum 2017, The Global Competitiveness Report 2017–2018. |
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Fig. 2.7 |
World Bank Rankings on Doing Business topics — Indonesia. Source: World Bank 2018. Doing Business 2018 — Indonesia. World Bank Group. |
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Fig. 2.8 |
Distance to Frontier (DFT) on Doing Business topics — Indonesia. Source: World Bank 2018. Doing Business 2018 — Indonesia. |
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Fig. 2.9. |
Barriers to doing business in Indonesia and Australia (sorted by mean score — most problematic to least for Indonesia) (Figure by the authors) |
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Fig. 2.10 |
Barriers to doing business — a comparison of Indonesia and Australia* (Figure by the authors) |
Chapter 3
Fig. 3.1 |
Increased opportunity for private sector finance (Figure by the authors) |
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Fig. 3.2 |
Private versus public engineering construction in Australia (Figure by the authors) |
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Fig. 3.3 |
Landlord Port Model (Figure by the authors based on the World Bank resource, https://ppp.worldbank.org/public-private-partnership/library/landlord-port-structure-graph-pdf) |
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Fig. 3.4 |
Proposed new Indonesian Special Economic Zones. Source: Indonesia Investments 2017, https://www.indonesia-investments.com/business/business-columns/indonesia-seeks-to-develop-more-special-economic-zones/item 7962? |
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Table 3.1 |
Major Australian Asset recycling transactions (Table compiled by authors from various publicly available websties and data sources relating to the facilities) |
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Fig. 3.5 |
Availability of finance (Figure by the authors) |
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Fig. 3.6 |
Port is attracting enough finance (Figure by the authors) |
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Fig. 3.7 |
The importance of making investment decisions in transport to improve ports (Figure by the authors) |
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Fig. 3.8 |
The importance of making investment decisions in water infrastructure to improve ports (Figure by the authors) |
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Fig. 3.9 |
The importance of making investment decisions in energy to improve ports (Figure by the authors) |
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Fig. 3.10 |
The importance of making investment decisions in materials handling to improve ports (Figure by the authors) |
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Fig. 3.11 |
Level of importance of developing areas listed where investment should be directed to improve operations of PORTS in general in Indonesia. (Figure by the authors) |
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Fig. 3.12 |
Level of importance of developing areas listed where investment should be directed to improve operations of PORTS in general in Australia. (Figure by the authors) |
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Table 3.2 |
Relative effectiveness of various funding mechanisms — Indonesia (Table by the authors) |
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Table 3.3 |
Relative effectiveness of various funding mechanisms — Australia (Table by the authors) |
Chapter 4
Fig. 4.1 |
Project support system (Figure by the authors based on data. Source: Haryanto 2015). |
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Fig. 4.2 |
Legend used for project schedule charts (Figure by the authors) |
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Fig. 4.3 |
Case study locations (map source: Amin (2015)) |
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Table 4.1 |
Jakarta Sewerage System |
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Table 4.2 |
West Semarang Drinking Water Supply |
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Fig. 4.4 |
Jakarta Sewerage System project implementation schedule (Figure by the authors) |
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Fig. 4.5 |
West Semarang SPAM (left), supply map (right) (image source: Amin (2015)). |
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Fig. 4.6 |
West Semarang Drinking Water Supply project implementation schedule (Figure by the authors) |
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Table 4.3 |
National Capital Integrated Coastal Development |
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Fig. 4.7 |
National Capital Integrated Coastal Development project implementation schedule (Figure by the authors) |
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Table 4.4 |
Bontang Oil Refinery |
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Fig. 4.8 |
Bontang Oil Refinery project implementation schedule (Figure by the authors) |
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Table 4.5 |
Umbulan Springs Drinking Water Supply Project |
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Fig. 4.9 |
Umbulan Springs project implementation schedule (Figure by the authors) |
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Table 4.6 |
Channel Deepening Project, Victoria |
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Table 4.7 |
M7 Motorway, New South Wales |
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Fig. 4.10 |
Channel Deepening Project implementation schedule (Figure by the authors) |
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Fig. 4.11 |
M7 Motorway project implementation schedule (Figure by the authors) |
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Fig. 4.12 |
Gateway Review Process (left) in comparison to Indonesian case studies (right) |
Chapter 5
Table 5.1 |
Port Botany — Key Events 1969–2018 (Table by the authors) |
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Fig. 5.1 |
Port Botany Container Terminals. Source: https://www.nswports.com.au/assets/Uploads/PDFs-General/MAP-PB-New-for-website.pdf |
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Fig. 5.2 |
Heavy Commercial Vehicles Trips from Port Botany, Average Weekday, 2006. Source: Bureau of Transport Statistics 2010. |
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Fig. 5.3 |
Southern Sydney Freight Network and Port Botany Rail Line. Source: ARTC 2015, Fig. 1.2, p. 6. |
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Fig. 5.4 |
Motorway Connections Proposed Between Sydney Airport and Port Botany (Figure by the authors) |
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Table 5.2 |
Metropolitan Sydney intermodal terminals, 2008 |
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Table 5.3 |
Sydney suburban intermodal terminals — TEU capacity |
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Fig. 5.5 |
Location of existing and proposed freight terminals for Port Botany Source: Sydney Ports Corporation 2008. |
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Table 5.4 |
Approximate construction costs of Port Botany and enabling infrastructure (Australian Dollars in 2016 prices) |
Chapter 6
Fig. 6.1 |
Overall efficiency of ports in Asian region (incl. Australia) on country basis (Figure by the authors, based on World Bank 2016 data) |
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Fig. 6.2 |
Relationship between infrastructure and overall efficiency on country basis (Figure by the authors based on World Bank 2016 data) |
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Table 6.1 |
Input and output variables used in the port DEA analysis. |
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Fig. 6.3. |
Computing efficiency frontier in VRS and CRS model (Figure by the authors) |
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Table 6.2 |
Sample ports for efficiency comparison (Table by the authors) |
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Table 6.3 |
Descriptive port statistics for input and output variables for DEA |
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Table 6.4 |
Sample of container terminals for efficiency comparison (Table by the authors) |
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Table 6.5 |
Descriptive container terminal statistics for inputs and outputs variables for DEA |
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Table 6.6 |
Port Efficiency score for functional inputs based on DEA models (Table by authors) |
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Table 6.7 |
Port Efficiency score for operational inputs based on DEA models (Table by authors) |
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Table 6.8 |
Container terminal Efficiency in terms of Crane Rate (Table by authors) |
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Table 6.9 |
Container terminal Efficiency in terms of Ship Rate (Table by authors) |
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Table 6.10 |
Container terminal Efficiency in terms of Container Throughput (Table by authors) |
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Table 6.11 |
Sources of efficiency gains (after Cheon, Dowall and Song (2010)) |
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Fig. 6.4 |
Improvement percentage* of inefficient units based on constant crane rate, ship rate and throughput (Figure by authors) |
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Table 6.12 |
Summary of Container Terminal Efficiency scores (Table by authors) |
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Fig. 6.5 |
Port of Tanjung Priok (Jakarta) logistics flow chart (Figure by authors) |
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Fig. 6.6 |
Port of Surabaya logistics flow chart (Figure by authors) |
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Fig. 6.7 |
Port of Melbourne logistics flow chart (Figure by authors) |
Chapter 7
Table 7.1 |
The determining factors of Port competitiveness. |
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Fig. 7.1 |
Maritime Cluster composition of services in major port cities. Source: Lam and Zhang, (2011). |
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Fig. 7.2 |
Enhancement of market power through joint venture. Source: Song (2001). |
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Fig. 7.3 |
TAMA’s aims and networks. Source: adapted from TAMA-Greater Tokyo Initiative (2017). |
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Fig. 7.4. |
Main Functions of TAMA. Source: adapted from Wahyuni and Wahyuningsih (2018). |
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Fig. 7.5 |
TAMA-Greater Tokyo Initiative’s Five-year Action Plans. Source: adapted from TAMA-Greater Tokyo Initiative (2017). |
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Fig. 7.6. |
TAMA strategy 1. Source: adapted from TAMA-Greater Tokyo Initiative (2017). |
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Fig. 7.7 |
Strategy 2: TAMA support measures. Source: adapted from Wahyuni and Wahyuningsih (2018). |
Chapter 8
Table 8.1 |
Rank of ASEAN Logistics Performance Index |
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Fig. 8.1 |
Coverage of Pelindo I, II, III, and IV. Source: adapted from Sheng (2015). |
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Fig. 8.2 |
Most Problematic Factors of Doing Business in Indonesia. Source: Schwab (2017). |
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Fig. 8.3 |
Respondent Data: (Top) Respondent’s Specialisation and number of respondents, (Bottom) Respondents’ association/working for or with, in the ports and number of respondents (Figure by the authors) |
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Fig. 8.4 |
Summary of Indonesian port problem (Figure by authors) |
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Fig. 8.5 |
The Most Problematic Factors for Doing Port Business in Indonesia. (Figure by authors). Red (Government Related Variables), Blue (Business Related Variables) 1 (Most Problematic-Major Effect), 3 (Neutral), 5 (Least Problematic-Minimal/No Effect) |
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Fig. 8.6 |
Government Reform Package Usefulness Score (mean) (Figure by the authors). 1 (Very Unhelpful), 3 (Neither Unhelpful or Useful), 5 (Very Helpful) |
Chapter 9
Table 9.1 |
Four Models of port administration |
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Table 9.2 |
The transaction details and investors in major city ports in Australia. (Table compiled by the authors) |
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Fig. 9.1 |
Port management — the balance between public and private (World Bank 2007) |
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Fig. 9.2 |
Landlord port management structure (AIC 2018) |
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Fig. 9.3 |
Themes observed from the thematic analysis of the FGD discussions (Figure by the authors) |
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Table 9.3 |
Factors Helping to Improve Governance/Policy in Ports (Table by the authors) |
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Table 9.4 |
Factors Acting as Obstacles to Governance/Policy of Ports (Table by the authors) |
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Table 9.5 |
Factors Which Help Improve Management Structures in Ports (Table by the authors) |
Chapter 10
Table 10.1 |
Impact of project finance structure to the sponsor’s return (Yescombe 2007) private-sector financing through public-private partnerships (PPPs). |
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Fig. 10.1 |
Infrastructure financing options. (Figure by the authors from Hui, Duffield, Wilson, 2018) |
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Fig. 10.2 |
Research flowchart (Figure by the authors from Hui, Duffield and Wilson 2018) |
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Fig. 10.3 |
Respondents’ characteristics (n=34) (Figure by the authors) |
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Table 10.2 |
Financing vehicle/method effectiveness (Top-10 choices). |
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Fig. 10.4 |
Responses on the major barriers to gaining approval for infrastructure projects in Indonesia. (Figure by the authors) |
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Fig. 10.5 |
The respondents’ suggestions on ways to improve the decision-making process for infrastructure projects in Indonesia. (Figure by the authors) |
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Fig. 10.6 |
Responses to the question “Has your port either attempted to undertake major development (or achieved major development) using international providers — including finance?” (Figure by the authors) |
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Fig. 10.7 |
Responses to the question on the different kinds of facilitations by international providers. (Figure by the authors) |
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Fig. 10.8 |
The contractual relationship and project cash flows around the NPCT-1 project. (Figure by authors based on data from IPC) |
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Table 10.3 |
Loan facilities received by IPC from 2013 to 2015 |
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Fig. 10.9 |
The effect of the different NPCT-1 financial leverage levels on the project value with a certain target of IRRequity/Permitted Equity Return (PER). (Figure by authors) |
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Fig. 10.10 |
The project value under different IRRequity thresholds. (Figure by authors) |
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Fig. 10.11 |
The NPCT-1 project under a PPP-based structure with availability payment. (Figure by authors) |
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Fig. 10.12 |
The NPCT-1 project value to IPC under different project company financial leverage level. (Figure by the authors) |
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Fig. 10.13 |
The NPCT-1 project value to IPC under different level of IRRequity to be covered by the availability payment. (Figure by the authors) |
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Fig. 10.14 |
The availability payment requirements that the government must pay at a certain level of target IRRequity under different project company capital structure. (Figure by the authors) |
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Fig. 10.15 |
Banking financing allocated to logistic infrastructure (road, railway, port, airport, information and communication technology, warehouse) in trillion Rupiah. Source: Nirwan (2017). |
Chapter 11
Fig. 11.1 |
Global Port Network of IZP and China Merchant Group. Source: adapted from http://www.izptec.com 11 September 2019. |
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Fig. 11.2 |
Dubai Ports global network. Source: adapted from http://web.dpworld.com/ 11 September 2019. |
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Table 11.1 |
Comparisons of Advantages and Disadvantages of Road and Rail Modes |
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Fig. 11.3. |
Functional integration and exploitation of scale economies of logistics operation. Source: adapted from Robinson (2002) and Rodrigue (2006). |
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Fig. 11.4 |
Hinterland Areas and Movement Corridors of Containers carrying Goods towards Tanjung Priok Port. Source: adapted from Tanjung Priok Port, 11 September 2019. |
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Fig. 11.5 |
Number of Vehicles through Toll Road by Toll Gate Branch, 2014–2016. Source: adapted from PT Jasa Marga/Indonesia Highway Corp 2018. |
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Fig. 11.6 |
Traffic Conditions around the Tanjung Priok Port (morning peak hour). Source: adapted from Google Maps 11 September 2019. |
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Fig. 11.7 |
Mix of through traffic and the movement of local traffic. Source: adapted from Google Maps, 11 September 2019. |
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Fig. 11.8 |
Toll Roads Network (include Access Toll Road to Tanjung Priok Port). Source: adapted from Toll Road Management Agency, 2018. |
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Fig. 11.9 |
Proposed Cikarang Bekasi Laut (CBL) Inland Waterway for container access to Tanjung Priok Port. Source: adapted from PT Pelindo II, 11 September 2019. |
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Fig. 11.10 |
Gates available at Tanjung Priok Port. Source: adapted from Masterplan of Tanjung Priok Port (2017). |
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Fig. 11.11 |
The Movement Pattern of Incoming and Outgoing Trucks at the Port of Tanjung Priok. Source: adapted from Herdian et al. 2017. |
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Fig. 11.12 |
Belawan Port and Its Hinterland. Source: adapted from Masterplan of Belawan Port, 11 September 2019. |
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Fig. 11.13 |
Export and Import Volumes from Belawan Port. Source: adapted from Central Bureau Statistics of Sumatera Utara Province, 2017. |
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Table 11.2 |
Projections of cargo loads and unloads at Belawan Port |
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Table 11.3 |
Forecast data of cargo flows at Belawan International Container Terminal (BICT) |
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Fig. 11.14 |
Main Road Networks Going from and To Belawan Port. Source: adapted from Google Map, 11 September 2019. |
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Fig. 11.15 |
Loading and Unloading Activities at the Industrial Area of Sei Mangkei. Photo courtesy: Danang Parikesit, 2017 |
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Fig. 11.16 |
Existing and Planned Railway Lines in North Sumatra. Source: adapted from Masterplan of Kuala Tanjung Port, 11 September 2019. |
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Fig. 11.17 |
The Transportation Networks of Roads and Railways as well as Corridors of Belawan and Kuala Ports. Source: adapted from Google Maps, 11 September 2019. |
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Fig. 11.18 |
Teluk Lamong Port Terminal (no. 2) as one of the terminals in the Operational Area of Tanjung Perak Port. Source: adapted from Pelindo III, 11 September 2019. |
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Fig. 11.19 |
Container Flows at Tanjung Perak Port and Teluk Lamong Port Terminal, in TEU (2011–2015). Source: adapted from Pelindo III, 29 March 2018. |
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Table 11.4. |
Projection of Ship Visit Flows to Teluk Lamong Port Terminal |
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Fig. 11.20 |
Current Movement of Container System in Tanjung Perak Port. Source: PT Pelindo III, 11 September 2019. |
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Fig. 11.21 |
The Application of Rail-based Container Trains as a form of transportation of goods at Teluk Lamong Port Terminal. Source: adapted from PT Terminal Teluk Lamong,11 September 2019. |
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Fig. 11.22 |
Automatic Container Transporter Development Plan. Source: adapted from PT Teluk Lamong, 11 September 2019. |
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Fig. 11.23 |
The proposed Integrated Toll Roads to Teluk Lamong Port Terminal. Source: adapted from PT. Teluk Lamong, 11 September 2019. |
Appendix
Table A1 |
Focus Group Discussion Questions |