pra studi kelayakan
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kelayang studyTRANSCRIPT
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Pra Studi KelayakanJembatan Selat Malaka (JSM)
Dr. Ir. M. Sjahdanulirwan, Msc5 Agustus 2008
Bappeda Propinsi Riau
D E P A R T E M E N P E K E R J A A N U M U M
BADAN PENELITIAN DAN PENGEMBANGAN Jalan Pattimura No. 20. Gedung B1 A, Kebayoran Baru, Jakarta Selatan – 12110. Telp. (021) 72797853, 7399741 Fax: 7395062
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Latar Belakang
• JSS dan JSM merupakan bagian dari TRANS ASIA• Untuk mendukung perkembangan ekonomi di kawasan
Selat Malaka diperlukan pembangunan prasarana transportasi, baik menggunakan jembatan ataupun terowongan.
• Untuk itu diperlukan Pra Studi Kelayakan
• Perkembangan perdagangannya terus meningkat.
• Prasarana transportasi di kawasan selat Malaka dan Kepri hanya dilayani kapal laut.
• Kurangnya pengawasan kegiatan transportasi laut di kawasan Kepri sering terjadi penyelundupan berbagai komoditas dan tenaga kerja.
Kondisi Dunia Usaha Indonesia Malaysia, Singapura, dan Indonesia
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Tujuan
Untuk mengetahui kelayakan dari JEMBATAN SELAT MALAKA dengan mengacu pada Pedoman Pra Studi Kelayakan Proyek Jalan dan Jembatan Departemen Pekerjaan Umum Pd. T-18-2005-B.
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Perkembangan Jembatan di Indonesia
Tahun Nama Jembatan Bentang Terpanjang(m) Generasi
1996 Mambramo 235 Pertama
1997 Barito 240 Pertama
1998 Mahakam II 270 Pertama
1998 Batam - Tonton 350 Kedua (Cable Stayed)
2007 Siak 200 Kedua (Cable Stayed)
2008 Suramadu 434 Kedua (Cable Stayed)
2020 ? Selat Sunda > 3000 Ketiga
2025 ? Selat Malaka > 3000 Ketiga
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Perkembangan Jembatan di Indonesia
Jembatan Siak Jembatan Barito
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Perkembangan Jembatan di Indonesia
Jembatan Barelang Jembatan Suramadu
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Perkembangan Jembatan di Indonesia
Jembatan Selat Sunda (29-30 km)
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Perkembangan Jembatan di Indonesia
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Penampang Jembatan (JSS)
Penampang Memanjang JSS
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Perkembangan Jembatan di Dunia
0
500
1000
1500
2000
2500
1860 1880 1900 1920 1940 1960 1980 2000 2020YEAR
SPAN LENGTH m( )
BROOKLYN BRIDGE
GOLDEN GATE BRIDGE
HUMBER BRIDGEGREAT BELTEAST BRIDGE
WAKATO
KANMON OHNARUTO OHNARUTO
BRIDGEBRIDGE
MINAMI BISANMINAMI BISAN--SETO SETO BRIDGEBRIDGE
AKASHI KAIKYO AKASHI KAIKYO BRIDGEBRIDGE
AkashiAkashi-- Kaikyo BridgeKaikyo Bridge
960 + 1,991 + 960 =3,911m
Completed in 1998
3 Span 2 HingeStiffened Truss Girder
Suspension Bridge
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Perkembangan Jembatan di Dunia
10
0
200
400
600
800
1000
1920 1930 1940 1950 1960 1970 1980 1990 2000 2010
YEAR
SPAN LENGTH(m)
KNIE
St.NAZAIREEFERNANDEZ-CASADO
YANGPU
NORMANDY
ONOMICHI
HITSUISHIJIMAHITSUISHIJIMAIWAKUROJIMAIWAKUROJIMA
YOKOHAMA-BAYIKUCHIIKUCHI
MEIKO-CHUOH
TATARATATARA
YAMATOGAWA
STROMSUND
Perkembatan jembatan Perkembatan jembatan cable stayed di duniacable stayed di dunia Tatara BridgeTatara Bridge
3 Span Continuous Steel- Concrete Composite Girder
Cable- Stayed Bridge
270 + 890 +320 = 1,480m
Completed in 1999
YearBridge typeSteel Suspension Br. 367m 1991m
Cable Stayed Br. 216m 890mGirder Br. 140m 250mTruss Br. 300m 510mArch Br. 217m 305m
1970 2000
Red : Honshu-Shikoku Bridges
Center Span Length of Center Span Length of the Longthe Long--Span Bridges in JapanSpan Bridges in Japan
Center Span
10 Suspension Bridges on 10 Suspension Bridges on HonshuHonshu-- Shikoku BridgesShikoku Bridges
Bridge Name Span Length (m)
Akashi- Kaikyo Br. 960 + 1,991 + 960Ohnaruto Br. 330 + 876 + 330Shimotsui- Seto Br. 230 + 940 + 230Kitabisan- Seto Br. 274 + 990 + 274Minamibisan- Seto Br. 274 + 1,100 + 274Innoshima Br. 250 + 770 + 250Ohshima Br. 140 + 560 + 1401st Kurushima- Kaikyo Br. 140 + 600 + 1702nd Kurushima- Kaikyo Br. 250 + 1,020 + 2453rd Kurushima- Kaikyo Br. 260 + 1,030 + 280
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Rencana Pembangunan Jembatan Bentang Panjang Dunia
Jembatan Messina, Perancis Jembatan Gibraltar, Spanyol
Perkembangan Jembatan di Dunia
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Hakata-Ohshima Br.s
Ohmishima Br.
Shin-onomichi Br.
Kobe-Naruto Route 89.0km Kojima-Sakaide Route 37.3km Onomiti-Imabari Route 59.4km (Length in Service) (46.6km)
Honshu-Shikoku Bridges
(59 km)Onomichi-Imabari Route
Seto-Ohashi
Kojima-Sakaide Route
Kobe-Naruto Route
Ohnaruto Br.
Akashi Kaikyo Br.
Tatara Br.
Kurushima Kaikyo Br.s
Ikuchi Br.
Innoshima Br.
Honshu
Shikoku
(89 km)
(Highway 37km ,Railway 32km)
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Jembatan Messina, Italy
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Tipikal Penampang Jembatan
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Sejarah Terowongan di Indonesia
Sejarah terowongan di Indonesia belum terekam secara sistematis. Terowongan pada umumnya dibuat untuk keperluan bendungan.
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Sejarah Terowongan di Indonesia
ProposalTerowongan Selat SundaPanjang 30kmMaksimal kedalaman 112m dari muka air laut
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Sejarah Terowongan di Dunia
Terowongan telah dibuat pada zaman romawi untuk mengalirkan air dari pegunungan ke aquaduct
Pada abad 17, dibangun Wosley Underground Canal di Inggris
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Sejarah Terowongan di Dunia
Terowongan bawah air pertama kalai di dunia dan berventilasi : HOLLAND TUNNEL. Terletak di Amerika Serikat
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Sejarah Terowongan di Dunia
Seikan Tunnel (Jepang), panjang 53.8 km, sea tunnel
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Sejarah Terowongan di Dunia
Euro/Channel Tunnel(Inggris-Perancis), panjang 50.4 km, sea tunnel
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Sejarah Terowongan di Dunia
Smart Tunnel (Malaysia), tahun 2007, panjang 9.7 km, terowongan di darat
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Sejarah Terowongan di Dunia
Laerdal Tunnel(Norwegia), tahun 2000, panjang 24.51km, terowongan di daratTerowongan terpanjand di dunia non kereta api
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Metodologi Masukkan dari perencanaan umum:
-kebijakan-tata ruang
Formulasi kebijakan, formulasi sasaran, dan formulasialternatif proyek
Sumber Data Sekunder Sumber Data Sekunder
Identifikasi faktorlingkungan
Identifikasi data dan survaitambahan
Identifikasi data dan survaitambahan
Identifikasi solusi-solusiyang mungkin
Analisis pendahuluan (non kuantitatif) pada aspek lingkungan, teknik, dan operasional darialternatif-alternatif yang ada
Buat short list dengan menghilangkan solusi-solusi yang tidak mungkin dilakukan
Prediksi secara kuantitatif untuk setiap alternatif solusi
AnalisisLingkungan
Analisis ekonomi
Perbandingan akhir dari pilihan-pilihan daftar pendek (short list)
Rekomendasi
Draft dan laporan akhir termasuk KAKuntuk studi kelayakan atau AMDAL/
UKL-UPL
Pedoman Pra Studi Kelayakan Proyek Jalan dan Jembatan Departemen Pekerjaan Umum Pd. T-18-2005-B
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Metodologi
Analisis Kelayakan dan Kesimpulan
Tidak layaK, bila 1TangibleCost
TangibletBenefi
Layak secara ekonomi, bila 1tan
gibleCost
EconomicBenefit, intangible OK.
Layak secara finansial, bila 1leCostTangib
FinancialtBenefi, intangible OK
Kesimpulan dan Saran :
1) Tidak Layak, FS bisa dimulai bila ada opsi pembiayaan eksternal;
2) Layak secara ekonomi, FS dimulai disertai saran bentuk-bentuk intervensi
pemerintah;
3) Layak secara finansial, FS dimulai disertai saran usaha-usaha penawaran ke investor.
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Metodologi
a. Benefits
Intangible : Lingkungan, Sosekbud
Tangible : Economic & Financial
Benefit Economic : Selisih BOK, Nilai Waktu, dan sebagainya
Benefit Financial : Pendapatan Tol, sewa utilitas dan lain-lain
b. Cost
Intangible : Lingkungan, Sosekbud
Tangible : Pembebasan tanah, biaya konstruksi, pemeliharaan.
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Data-data pendukunguntuk menghitung BCR
1. Sosio-Economic Analysis • population,• GDP per capita, • main economic activities
2. Regional development strategy and development plan • Regional development plan, • EPZ : Export Processing Zone, • Utilization of land of removed ferry terminal
3. Traffic Demand Analysis • Traffic (Passanger, Car, Cargo) by ferry transport• Exsisting Transportation Facility• Demand forecast by mode
4. Highway Network Development Plan• Arterial Road• Highway-Railway Linkage• Toll Road
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Data-data pendukunguntuk menghitung BCR
5. Topographic Features• Batymetric Map/Topography Map• Width of Strait Malacca• Depth of Strait
6. Geology Features• Geological map• Classification or Characteristic of Rock/Soil/Formation• Soil Physical Prospecting• Evaluation of Geological Condition
7. Hydrological and Hydraulic Analysis• Wind• Rainfal• Tidal• Current• Wave• Tsunami
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Data-data pendukunguntuk menghitung BCR
12. Economic and Financial Planning• Economical Comparison of Each route/structure• Cost estimation• FIRR (Financial Rate of Return) or EIRR (economic internal rate of return) analysis • Budgeting• Risk Policy
13. Implementation Plan• Preliminary Study• Conceptual Study• Project Selection• Procurement Strategy• Tender Design• Tender Evaluation• Detailed Design• Operational and Maintenance• Economic/Financial Evaluation with PPP (Purchasing Power Parity)
14. Miscelleneous• International Convention
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Data-data pendukunguntuk menghitung BCR8. Seismic Survey
• Seismic Record• Active Fault• Volcanology
9. Navigational Survey• Navigational Clearance• Size of military ship, liner, tanker, etc• Exsisting transmission line or submerged cable• Influence to Fishery Line• Existing Underground Water Flow
10. Reference of Structure Type• Tunnel• Bridge (long span)• Review of Project overseas
11. Physical Planning• Proposed Structure
- Undersea tunnel- Submerged floating tunnel- Suspension bridge- Floating bridge
• Preleminary Design/General Layout• Environmental Assestment
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Data-data pendukunguntuk menghitung BCR
12. Economic and Financial Planning• Economical Comparison of Each route/structure• Cost estimation• FIRR (Financial Rate of Return) or EIRR (economic internal rate of return) analysis • Budgeting• Risk Policy
13. Implementation Plan• Preliminary Study• Conceptual Study• Project Selection• Procurement Strategy• Tender Design• Tender Evaluation• Detailed Design• Operational and Maintenance• Economic/Financial Evaluation with PPP (Purchasing Power Parity)
14. Miscelleneous• International Convention
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Rencana Koridor Koridor I dan 2, Malaysia-IndonesiaKoridor 3, Singapura-Indonesia
Koridor 1
Koridor 2
Koridor 3
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Rencana Koridor vs Peta Batimetri
Koridor 1
Koridor 2 Koridor 3
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Qh =Endapan permukaan muda: lempung, lanau, kerikil licin, sisa-sisa tumbuhan, rawa gambut,
Qp =Endapan permukaan tua: lempung, lanau, dan kerikil lempungan, sisa-sisa tumbuhan
Geologi Dumai dan Sekitarnya
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Konsep Koridor 1
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Konsep Koridor 2
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Konsep Koridor 3
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Konstruksi setiap koridor
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Terima Kasih