Page 109 - Buku Annual Report BPJT 2021

SUSTAINABLE TOLL ROAD GOVERNANCE
Mohammad Zainal Fatah
Secretary General of the Ministry of Public
Works and Housing
he 2020–2024 National Medium-
Term Development Plan (RPJMN)
Tstipulates that infrastructure
development is aimed at 3 goals. These
three goals comprise basic service
that focuses on transportation safety
and security, development of multi-
mode connectivity to improve the
service of the national logistic system
in support of increased competitive
edge and economic growth of the
nation, and urban infrastructure
development.
BADAN PENGATUR JALAN TOL
Toll roads are part of the national road
network. Development of toll roads is vital
to more efficient connectivity to support
economic growth and build up competitive
edge.
For that reason, toll road development
has to be in synergy with development
of productive areas such as industrial
estates, tourism spots, airports, and
ports. For example, Trans-Sumatra Toll
Road connects Lampung Industrial Park
Area with Panjang Port, Lampung, and
Bakauheuni; Trans-Java Toll Road supports
the connectivity between the Industry
Areas (KI) of Jababeka, Karawang, Subang
in West Java, and Batang in Central Java
with Merak Port, Tanjung Priok Port, and
Patimban Port; while Makassar New Port
Toll Road connects Makassar City with the
said port.
Until 2014, toll roads with a total of
Improving Governance in The Provision of Tollroad in Indonesia
790.8 kilometer (km) in length have been
in operation. Afterwards, from 2015 to
2021, 1,666.4 km-long toll roads were
constructed. Then, toll roads with a
total of 2,728.2 km in length is planned
for development during 2020 to 2024,
meaning that 4,817 km in total will finish
construction by the end of 2024.
According to the Visium of the Ministry
of Public Works and Housing 2030,
development of various infrastructures by
the ministry requires a huge investment of
around Rp2,058 trillion. Of the total funds
required, the State Budget (APBN) allocates
Rp623 trillion, resulting in an Rp1,435 trillion
or about 70 percent gap from the total
budget requirement. Meanwhile, it already
costs Rp573 trillion for development of
road and bridge infrastructures.
This imbalance between budget
requirement for infrastructure
development and the existing funding from
the government calls for a breakthrough in
policies. To expedite toll road development
in Indonesia, various toll road concession
funding schemes are offered, which are
also known as creative financing, through
involvement of private companies and
investors.
In support of toll road development, the
government encourage acceleration
of land acquisition by incorporating the
bailout fund strategy using the funding
from Toll Road Business Entities (TRBE),
which is then reimbursed by the State
Asset Management Institution (LMAN).
This strategy ensures the certainty in
land acquisition so as to speed up toll
road construction. In view of this, the
funding from the Ministry of Public Works
and Housing can be relocated to improve
connectivity, for example by building roads
across those frontier, isolated, and least
developed regions (3T).
The length of toll roads increases every
year, and so do the number of toll road
business entities (TRBE) involved. It can
also suggest that the toll road industry
has managed to attract more investors,
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