Thursday 20 November 2008

PPP Project Transactions in Water and Sanitation Sector, Indonesia

In 2006, BPP SPAM identified 24 water supply projects that could be financed in through a public private partnership. There are only three projects: Dumai Project: The government of Kota Dumai intends to cooperate with nati onal and international private sector firms to establish piped water supply and services for the Dumai area located in Kota Dumai. At present the number of inhabitants for the area estimated at 61,000 persons. Due to limited municipal budget resources, the executing agency anticipates difficulties to develop, operate and maintain piped water supply and services for Dumai area on their own account. Under a proposed PPP arrangement, the successful bidder will be awarded a 25 year cooperation contract to develop, finance, operate and main ` tain piped water supply and services. The estimated project cost is Rp. 300 billion Tangerang Project: The government of Kabupaten Tangerang intends to coo perate with national and international private sector firms to establish piped water supply and services for Pasar Kemis, Sepatan, Cikupa, Balaraja and Jayanti area located in Kabupaten Tangerang. At present the number of inhabitants for the area estimated at 243,000 persons. Due to limited municipal budget resources, the executing agency anticipates difficulties to develop, operate and maintain piped water supply and services for the surrounding area on their own account. Under a proposed PPP arrangement, the successful bidder will be awarded a 25 year cooperation contract to develop, finance, operate and maintain piped water supply and services. The estimated project cost is Rp.303. billion.
Kabupaten Bandung Project: The government of Kabupaten Bandung intends to cooperate with national and international private sector firms to establish piped water supply and services for Kabupaten Bandung. At present the num ber of inhabitants for the area estimated at 450,000 persons. Due to limited municipal budget resources, the executing agency anticipates difficulties to develop, operate and maintain piped water supply and services for the surroun ding area on their own account. Under a proposed PPP arrangement, the success ful bidder will be awarded a 25 year cooperation contract to develop, finance, operate and maintain piped water supply and services. The estimated project cost is Rp. 250. billion.


Source: KKPPI, Sector Review 2006

Regulatory Bodyin Water and Sanitation Sector, Indonesia

PP 16/2005 on the Development of Water Supply System stipulates the establishment of BPP SPAM, a consultative body for water supply at the national level. BPP SPAM is a ministerial body established by and responsible to the Minister of Public Works. The functions of BPP SPAM, according to the PP include the following: To assist the government in formulating sector policy and strategy; To enforce operational standards concerning water supply and provision; To evaluate service standards and performance; To provide recommendation on acceptable deviations from service standards and performance; To provide recommendations to the government in the implementation of water supply systems by cooperatives and the private sector; and To provide recommendation to the government in maintaining a balanced interest between the operator and the community it serves.
The body is composed of no more than five members. The chairperson, appointed by the Minister, could be a civil servant. However, for the duration of the appointment, the civil servant must relinquish his civil service duties without the loss of status as a civil servant.
BPP SPAM is not a contracting authority, this being the role of the local governments or PDAMs, nor a regulatory body. Funding and secretariat support comes from within the MPW.
Local government is expected to appoint a water regulator and to adopt the standard recommended by BPP SPAM in respective areas. Several local government that have implemented PPP in the water supply sector (such as Jakarta) have established a local regulatory entity. However, there is no provision in the law for the establishment of a regulatory body for the sector. This is a deficiency that needs to be rectified if PPP is to materialize.
The contracting authority would be the local government, excluding the PDAMs. Policy, as usual, would be under the ministry. The PDAMs, other ROEs and the private sector could be the operator. However, for new PPP projects, in the interest of transparency, the local PDAMs (owned by the local government contracting authority) should desist from bidding for projects tendered by their local government.
In order to strengthen the regulation in the water & sanitation sector, government is preparing the draft law on solid waste, and has issued PP 82/2001 on water quality and water pollution control and a draft is preparing Kepmen on the basis of PP 16/2005 on drinking water development system.
It is also intends to establish the integrated national water resource management, including watershed management, developing tariff policy on drinking water.
Source: KKPPI, Sector Review 2006

PPP in the Water Supply and Sanitation Sector, Indonesia

Since 1992, local government has undertaken PPP in the water supply sector. The first BOT project was in Denpasar in 1995, followed by the water supply concession on Batam in 1996. The Jakarta water supply concession was in 1998. A series of major problems were encountered such as inadequate transparency, a poor PPP regulatory framework, which has negatively affected investor confidence.
Domestic PPP has focused on construction and short term financing, but usually not on improving operations and management, of infrastructure in residential and industrial estate, and recently for the extension of distribution systems. A few local companies are involved in concessions for water supply to industrial areas, but they do not serve nearby local communities.
There has been little interest in extending both international and domestic private sector involvement to operation and management in secondary cities because a suitable regulatory framework has not been established. Another factor limiting foreign investment is the lack of large scale to project justify entry into Indonesia’s water sector; most enterprise operations are too small to be of interest. Local investors have only just started to recognize potential business opportunities, but lack of a suitable regulatory framework, insecure revenue streams, and cost associated with regional government permits often hamper project development.
Generally, it appears that domestic PPP is more interested in bulk water systems under a BOT modality, and is reluctant to get involved in management and operations of existing systems, especially if this involves billing and revenue collection. Despite this, there are a number of areas such as improved operations under management contract where local PPP could be involved.
These conditions are likely to persist for many years; subject to an improved regulatory environment, PPP in water supply would probably particularly relate to such as smaller more manageable initiatives, involvement of local private sector enterprise in downstream activities. It is considered unlikely that the private sector would be interested in the provision of any wastewater facilities, except for local firms to operate septage collection services (this is because tariffs for domestic wastewater facilities are usuall6y set below full cost-recovery levels, contrary to what was suggested earlier in this paper).
Improved planning principles are expected to bring financial conditions to a more manageable level, and to create the potential for a viable functioning institution with emphasis on PDAMs undertaking new investments based on commitments to reform.
Future investments would be primarily based on PDAM own resources resulting from sustainable tariffs, improved cash flow, and more efficient operations. This would be complemented by (i) Regional Government (RG) equity contributions, (ii) commercial loans, and (iii) grants and loans provided by the central government. Regional cooperation of PDAM, probably including merging, would be an important aspect to achieving improved enterprise financial management, and would contribute to reduce political interference by RGs.
Source: KKPPI, Sector Review 2006

Governing Legislation in water and Sanitation Sector, Indonesia

There has been little interest from the international and domestic private sector because a suitable regulatory framework has not been established. Local investors have only just started to recognize potential business opportunities, but lack of a suitable regulatory framework, insecure revenue streams, and cost associated with local government permits often hamper project development.
As mentioned in Law 7/2004 and PP 16/2005, the development of Drinking Water Supply System can be carried out by a SOE and/or ROE specifically. Nevertheless, PP 16/2005 provides that if the SOE or ROE is unable to improve the service quantity and quality of drinking water supply system in their regional services, it may involve cooperatives, private entities, and/or the community within their services areas.
The involvement of the private sector in the development of the drinking water supply system shall be conducted based on fair competition. The concession agreement shall contain the following pro-visions: a) the coverage of the service provision; b) the technical standard (water quality, quantity and pressure); c) the initial tariff and tariff calculation formula; d) the duration of the concession; and e) the right and obligation of the parties.
At the end of concession, all assets shall be transferred to the government or regional govern-ment in a good operating condition. The procurement procedures and methods of drafting the agreement on develop-ing drinking water supply system and the assets transfer shall be further regulated by a ministerial regulation.
Source: KKPPI, Sector Review 2006

Policy Directions on Water and Sanitation, Indonesia

A major goal for the sector is to increase access to long-term financing to providers of piped-water, mainly from soft loans and to lesser extent from private investors in order to improve the health and living conditions of the population by providing access to safe and adequate water supply and sanitation. To achieve this goal, several policies need to be implemented including: supporting existing water enterprises to increase their service delivery capacity and to do this more efficiently; create an enabling environment for community participation and participation of the private sector promote an improved sector regulation regime to improve efficiency of service providers; strengthening the institutional capacity and policy framework at the national and regional levels; promoting governance; promoting full cost recovery of water and sanitation enterprises; and contributing to meeting the related MDG target.
In order to meet the related MDG target, the government needs to facilitate the development of existing and new service providers through a mixture of public, private and community participation to substantially increase the number of households connected to piped water supply. The development of the private sector whose participation in water supply and sanitation has drastically decreased in recent years, will be crucial to improved sector performance and its development. The government will therefore need to facilitate private sector participation by creating suitable enabling conditions, including adopting professionally prepared project proposals, and transparent and rigorous procurement methods.
Source: KKPPI, Sector Review 2006

Water and Sanitation Sector Framework, Indonesia

Law 7/2004 on water resources is the main governing law for this sector. Under this law, PPP in water supply is through cooperation with a PDAM or on the basis of a concession granted by a local government. There have been a few examples of PPP in water supply in Indonesia. The largest and best known examples are the two concessions for Jakarta.
Generally, it appears that the investors are more interested in the provision of bulk water under a BOT modality, and are reluctant to get involved in the management and operations of existing systems.
The increasing trend of water service privatization in Indonesia has brought to the forefront new considerations for water policy. One concern is that there could be legal implications with respect to authority agency that result when a private corporation supplies water services in the area. Other policy issues relevant to this include matters relating to water system security and water quality.
Water and sanitation policies are aimed at efficiency, affordable price, level coverage through creating a conducive climate for private sector participation.
Law 7/2004 provides also more clarity on roles and responsibilities, establishing the legal framework for use of water and resource protection. Perum Jasa Tirta I and Perum Jasa Tirta II are responsible for managing water, raw water and water resource and river basin in Java, including its protection. The government has not established bulk water providers on other islands, nor does it plan to do so.
Few urban local governments on Java have access to sufficient raw water in their region to serve existing and expanded water supply systems. Watershed management and conservation are considered to be a high priority. This would sustain the water supply sector in the long run.
In most regions, tariffs are not set at full-cost recovery levels, so that PDAMs can barely meet operating costs. Many PDAMs are unable to cover depreciation costs on fixed assets, and do not generate sufficient funds to finance new investments. A difficulty that continually plagues the planning of some new or expanded water supply systems is the lack of water in one local government area, while adequate supply is available in a neighboring one. Despite the principles of regional cooperation under government regulation, many areas have yet to implement them. However, Government has promulgated the drinking water tariff policy through Permendagri 23/2006.
In the Jakarta area, where the water supply is managed by two private companies through a PPP scheme, the tariff mechanism is based on a block tariff that classifies consumers into four or five classes. In this system, it is possible for the poorest group to be crosssubsidized by the richer groups or by the government.
Water supply is carried out by PDAM whereas waste water disposal and solid waste management are almost solely handled by the local government. The association of water supply companies (Perpamsi) recorded 24 PPPs in the water supply area. It consists of three concessions, two joint ventures and nineteen BOTs. The concession period ranges from 25 to 30 years.

Source: KKPPI, Sector Review 2006

Water Supply & Sanitation in Rural Areas, Indonesia

In rural areas, the government is gradually introducing improved water supply and sanitation facilities; sustainable solutions are developed through community involvement in the design, implementation and operation and maintenance (O&M) of facilities.
Rural water supply development over the last decades has essentially been undertaken by Ministry of Health (MOH). While service coverage figures indicate an increase since the 1980s (although not since the Asian Crisis), many facilities do not function properly and were quickly abandoned because communities were not able to operate and maintain them. Important lessons learned to be considered under future programs include much greater care in analyzing community needs, identifying reliable water sources, and ensuring community participation in the design, implementation and operation of proposed facilities. The conventional piped supply could not be physically connected to many small dwellings in densely populated kampung areas.
In rural areas, more than 90% of communities organize access to water supply through various forms of self-supply arrangements, which are often unreliable and time consuming. Only about 8% of rural communities are served by PDAMs, either through piped distribution systems or water transported by tankers where local enterprise systems exist.
Community-managed systems are estimated to meet the needs of about 30% of the rural population, most of which have been established in rudimentary forms by the communities themselves. These informal systems will need to be sourced from (i) groundwater abstraction (which, however, is restricted in most local governments, and taxed by provincial governments) (ii) bulk supplies from PDAM distribution pipelines, or (iii) handcart vending (which is, more expensive than water provided from any other source). The legal basis for distribution of PDAM water by other providers is often not clear, but it occurs on a massive scale; the success of expanding community managed systems in rural areas could be improved by formalizing self-provision. In rural areas, satisfaction with household sanitation facilities is often linked to the type of water supply facility available. Satisfaction with household latrines is higher in communities with piped water supply (which can be connected to homes), than in villages with point sources (where water for flushing has to be carried home). Under the government’s program for drinking water and sanitation by communities (PAMSIMAS), efforts to establish community based sanitation systems also sought to achieve adequate cost recovery, demonstrating that the use of subsidies was far more likely to fail than the focus of mobilizing communities and offering choice.
Traditionally considered a key component of sanitation, the WSS does not address the problems of solid waste management in Indonesian towns and cities in more detail, apart from noting the main deficiencies and the important inter-linkages with wastewater management that, taken together, could result in significant urban environmental improvements at street level and contribute to expansion of local economies as each area is improved. Solid waste disposal also has an impact on raw water quality in river catchments; this relationship needs to be examined within the water resources sector activities.

Source: KKPPI, Sector Review 2006

Solid Waste Management, Indonesia

Traditionally considered a key component of sanitation, the WSS does not address the problems of solid waste management in Indonesian towns and cities in detail, apart from noting the main deficiencies and the important inter-linkages with wastewater management that, taken together, could result in significant urban environmental improvements at street level and contribute to expansion of local economies as each area is improved.

Solid waste disposal also has an impact on raw water quality in river catchments; this relationship needs to be examined by the water resources sector.
In general, solid waste management suffers from (i) low levels of investment, (ii) low standards of collection and transportation, (iii) poor community attitudes towards disposal of garbage, (iv) burning of garbage at street level and at final disposal sites that contributes to severe air pollution in many cities, and (v) almost all solid waste disposal is conducted with complete disregard to regulations and acceptable practice.

Source: KKPPI, Sector Review 2006

Wastewater Management and Sanitation, Indonesia

Approximately 75% of access to sanitation in urban areas is through on-site sanitation. The sector is unregulated and proper disposal of human waste is rare, creating severe health and environmental hazards. In rural areas only about 27% of households claim to use toilet facilities, and only 21% septic tanks. As with water, the number of people with access to adequate sanitation is much lower among the poor.

Quality of service is largely dependent on the proper functioning of on-site sanitation systems. With no regulation or performance standards, most septic tanks are not appropriately designed and maintained. As a consequence, partially treated wastewater is simply discharged into open drains and water bodies.
Septic tank emptying and septage collection and disposal is also not controlled. Contractors often dump waste into nearby streams and public drains (often, this happens because the local government does not have – or does not operate – a sludge treatment facility). In Surabaya, the local administration has imposed modest fines on contractors to prevent this from happening but these are not effective. Tariffs for sewerage in urban areas are not based on cost recovery principles. They are either calculated on the basis of land and building area, building type and use, not collected at all (as is the case in Kota Yogyakarta) or else added to the water supply tariff as a small surcharge.

Source: KKPPI, Sector Review 2006

Water Supply Industry, Indonesia

Treatment and distribution of clean water in urban areas is the responsibility of about 318 water enterprises (PDAMs) under the ownership/jurisdiction of local government. In Jakarta, Batam and 20 other locations in Indonesia (BPP SPAM, 2005), concessions for water supply have been awarded to the private sector. Elsewhere, the role of the private sector in WSS is limited to that of supplier or contractor. The PDAMs supply water to customers through house connections (presently about 39% of the urban population).
About 61% of the population receives water through informal distribution networks and various water vending operations. PDAM distribution in rural areas is estimated at 8%.
Approximately 40.15 million people live in the urban areas served by the PDAMs. Based on 2005 data, only about 44% of the urban communities are served. The remaining 60% of the urban population, of which many are low-income, rely on other sources of water that includes self-provision and commercial on-selling.
In rural areas, that community-managed systems are estimated to meet the needs of about 30% of the population, most of which have been established in rudimentary forms by the communities themselves, and some with the support of NGOs using national and donor funds. The success of these participatory initiatives represents an important lesson learned for possible application in cities as part of future initiatives to enable urban poor communities to access clean water at an affordable price and ensure that informal systems also meet financial sustainability criteria.
These informal systems will need to be sourced from (i) groundwater abstraction, (ii) bulk supplies from PDAM distribution pipelines, or (iii) handcart vending. The legal basis for distribution of PDAM water by other providers is often not clear, but it occurs on a massive scale; the success of expanding community managed systems in urban areas could be improved by formalizing self-provision and establishing a framework by allocating responsibilities for policy-making and regulation.
Household-managed water supply through self-provision is feasible in areas where the groundwater table is fairly high and unpolluted. However, groundwater water quality is often poor in urban and rural area, as well as supply sustainability being uncertain.
In rural areas, more than 90% of communities receive water supply through various self-help arrangements, which are often unreliable and time consuming.
The great majority of PDAMs are struggling, with their financial situation deteriorating, and service quality falling. About 70% of the PDAMs are heavily indebted, having on their books more than 400 outstanding loans from the Ministry of Finance (MOF) that need to be restructured, as almost two thirds are in arrears or default. As stated in PMP 107, MOF invites PDAMs to prepare Corporate Performance Inprovement Plans (RPKP) to improve its performance to enable it to expand its services to consumers. The RPKP contains an analysis of all the existing problems of the PDAM, whether they are technical, financial, commercial or managerial. RPKP are to be prepared by PDAMs with assistance from MPW, with consultation with the MOF, particularly with respect to the debt settlement.
Through PMK 107, the government offers the restructurizing program for the PDAM debt through principal rescheduling and partial write-offs of arrears on interest and penalties. However, it is by Treasury DG decree 43/PB/2006 concerning guidelines for state receivables.

Source: KKPPI, Sector Review 2006

Structure of the Water Industry

These are managed by the Directorate General of Water Resources (DGWR), with a main emphasis on the distribution of water for agricultural production. About a third of the 90 major river basins in Indonesia are in a critical state with respect to watershed degradation, pollution, flooding and droughts.
With up to 90% of the population in these basins (outside the metropolitan areas) depending on subsistence agriculture, significant efficiency gains are unlikely to occur without a more integrated approach to poverty reduction, environmental conservation, and infrastructure asset management.
There is also a general lack of institutional capacity to deliver services and manage water resources efficiently. Legislation, holistic and integrated resource management, and community involvement are prerequisites to a renewed process for improved resource use. The government promulgated the Water Resource Law 7/2004 providing more clarity of roles and responsibilities, and establishing the legal framework for use of water and also for resource protection.
Watershed management is the responsibility of two key government agencies – the Ministry for Environment, and the Ministry of Energy and Mineral Resources (mainly responsible for surface mining). There are strong technical relationships with the Directorate General of Water Resources within MPW that is responsible for the planning, investment, and maintenance of natural watercourses and irrigation canals. These systems traditionally serve agricultural areas, but priority is now also given to allocation of raw water sources for urban water supply whether by public or private providers.
In the 1970s and 1980s, management of water resources was strengthened considerably through numerous investment programs financed principally by ADB, World Bank, and OECF for upgrading irrigation canals and constructing new storage reservoirs (often multipurpose dams that include hydro-power generation). These programs led to a significant improvement in agricultural production, but current high urban water demands are now beyond that planned horizon with consequential water shortages anticipated in critical regions.
A difficulty that continually plagues the planning of some new or expanded water supply systems is the lack of water in one local government region while there are adequate resources in a neighboring region. Despite establishing the principles of regional cooperation under government regulation, many areas have yet to implement the policy.
However, many secondary cities have access to sufficient raw water in their region to serve existing and expanded water supply systems. The situation with most metropolitan areas is different, with many already at a critical point due to a lack of investment and inadequate overall sector management. It is a key area for the government to address, probably through enabling regulation to allocate responsibilities for policy-making and sector management under the new Water Resources Law and by ensuring that sufficient funds are available to finance the required investments in dams, canals and other infrastructure requirements.
Action to protect watershed management and conservation is considered to be high priority. This would support the water supply sector in the medium-to long-term. Water resources development features in the future program to respond to issues such as increasing competition for water, degradation of watersheds, and a more effective approach to water basin management.

Source: KKPPI, Sector Review 2006

Water and Sanitation Sector Review, Indonesia

Water is a finite and vulnerable resource, essential to sustain life, development and the environment. One of The United Nations Millennium Development Goals is a target of reducing by half the number of people who do not have access to clean water and sanitation by 2015. However, Indonesia-wide the water and sanitation sector faces the prospect of having to make large investments in water provision, primarily because coverage of water and sanitation services is presently much lower than envisaged by the MDGs, and secondly because of an increase in the scope and stringency of water and sanitation quality standards.
The water and sanitation sector (WSS) in Indonesia was in crisis even before the 1997/1978 Asian crisis. Because many regional water enterprises (PDAMs) are financially unsound and because of uncertainty in the legal framework during the early stages of decentralization, there has been no significant investment in the sector in recent years. Only 8 percent of the water supply system in Indonesia is currently under public-private partnership. Aging infrastructure, budget constraints (central and local government), and escalating demand have shifted policy towards private sector involvement in water service provision.
The absence of high-quality and universally accessible water and sanitation sector (WSS) services have significant environmental, economic, and social implications. Environmental concerns include the need for resource conservation, ecosystem impacts from water extraction, allotment and conveyance, and downstream effects from pollution and wastewater disposal. Economic concerns include efficiency, principle-agent conflicts, and externality considerations. Social implications include human health and water quality concerns, resource control issues, and distributional effects of water management decisions.

Source: KKPPI, Sector Review 2006

Wednesday 19 November 2008

Road and Toll Road Sector Framework

Non Toll Road Framework
The policy of the MPW is in line with the general transport policy in RPJM (National Midterm Plan). The RPJM recognizes that infrastructure required long term and enormous amount of investment. For sustainable road development, cost recovery should be a norm rather than an exception. Main feature of the MPW’s policy are: A Road Fund will be the mechanism to finance non toll roads. At this stage there is no legal basis for establishing road user charges that accrue directly to an account for dedicated for cost recovery of new road and maintenance. Under law PP 65 and 61 (2001) vehicle and fuel taxes are channeled directly to local govern ments and are not recorded in national taxes. The taxes are calculated by MOT and imposed by the Ministry of Home Affairs (MOHA). Further more, under the Revenue Law 17 (2003) all revenues accrue as general tax revenues and cannot be earmarked for special purposes such as financing a road program.
Contracts will be introduced for road main tenance. A pilot project on a section of the Java Northern road corridor in Semarang has been proposed. The GOI policy to attract private sector participation includes, increasing transparency in procurement, minimizing economic rent, and abolishing unnecessary fees. The MPW has initiated e-procurement to improve efficiency and equal opportunity of information.
Safety is a major sector issue as more than 36 thousand people were killed in road traffic accident last year. The MPW and the Ministry of Transportation (MOT) have recently initiated a program on road safety audit before construction and during operation.
There is general consensus on a “High-Grade Highway” concept network of high-capacity limited-access highways, including both tolled and un-tolled, and some of which would be implemented as Public-Private Partnership (PPP).
The concept is address the socioeconomic system, not the road or transport systems alone, i.e. including the land use and spatial planning, economic centers, energy considerations, social aspects. The current DGH plan of the freeway network has not been supported by this level of economic analysis. The plan findings would be useful for guiding further development of the high-capacity network and in particular the capacity expansion of the existing primary (national and provincial) road network.
There are many opportunity for domestic and international business community to accelerate the development and maintenance of road infrastructure in Indonesia The non toll road government projects need private sector contractors. Information on various projects is available in www.pu.go.id.

Toll Roads Framework
The toll road master plan is developed by the MPW as a guidance for toll road development. The Directorate General of Highway (DGH) is responsible for the roads until a Ministerial decree is issued designating them as toll roads and potential to be a Private Sector Participation (PSP) project.
Clearly, PSP is a strong policy directive in the RPJM for the transport sector overall. The rationale for this is (a) a need for private finance, and (b) efficiency gains from better technology and management skills imported from the private sector.
The governing legislation for toll roads are Law 38/2004 on road and PP 15/2005 on Toll Roads. The implementing regulation have been developed, among others are Ministerial Regulation 295/PRT/M/2005 on Badan Pengatur Jalan Tol (Toll Road Authority); Ministerial Regulation 392/PRT/M/2005 on Minimum Service Standard of Toll Road; Ministerial Decree 369/M/KPTS/2005 and 280/KPTS/M/2006 on Master Plan of National Road Networks, which is included the in Toll Road Network Master Plan.
Ministerial Regulation 10/PRT/M/2006 on Procedure of Using Business Entity Fund for Acquiring Land. The MPW recognizes that to attract private investor, full cost recovery on investment is a must. Through efficiency and an affordable tariff, full cost recovery might be achieved.
According to the government regulation PP 15/2005, tariff is to be determined by a combination of factors: ability to pay, the savings in vehicle operating costs and travel time from using the toll road, and investment viability. Tariff shall be adjusted biennially, based on the change in regional CPI. The government regulation on toll road allows for unsolicited proposal, as in Perpres 67/ 2005.
According to Law 38/2004, BPJT is the regulator and contracting authority, and its tasks include: To recommend the initial tariff and its subsequent adjustment to the minister; To take over toll roads upon expiry or revocation of the concession; To prepare the feasibility study and tender investment; To assist in the land acquisition process; and To monitor the concessionaire for compliance with the terms and conditions of the concession.
BPJT is funded from the MPW budget and is appointed by the Minister. The chairman of BPJT must be a civil servant, who has been released from his/her official duties. The MPW has proposed to create a Public Service Agency (BLU) to manage land revolving fund for toll road projects and now is waiting for approval by Ministry of Finance.

Source: KKPPI, Sector Review 2006

Road and Toll Road, Indonesia

As a consequence of Indonesia’s geographical diversity, population distribution, and the relative disparity of economic development between Java and the other islands, the government successive medium-term development plans gave particular emphasis on transportation development and a transport system capable of satisfying demand in an efficient, safe, fast, reliable, and affordable manner. Transportation is seen as having a vital role in promoting domestic trade, particularly to and from the less developed areas.
Indonesia’s transportation system consists of land, sea and air transport. This chapter is concerned mainly on the road infrastructure under the responsibility of the Ministry of Public Works (MPW).
According to Law 38/2004 on Road, road provision is the responsibility of both local and central government. Central government is responsible for inter-urban arterial and collector roads, while the provincial government is responsible for inter-kabupaten collector and local roads, and the kabupaten (regency) government is responsible for intra-kabupaten local roads. Basic statistics: Table 1. Conditions of Road Networks in Indonesia1 Source : PJM 2005 and KMPU 2006 The Directorate General of Highways (DGH) under MPW is responsible for managing all national roads - these are defined to include toll roads and limited access high grade highways. Through reclassification the national road network has been increased from 26,000 km to 34,000 km, with 649 km of freeways/toll roads.
Some remote areas are still not connected to the road network. A national survey showed that roughly five percent of the population could not be reached by road, and an additional three percent lack any reliable connection to the road network. Overall the network is in poorer condition in the eastern region.
Congestion has increased, especially in Java and urban centers, but little capacity has been added. The JARNS study remains the most current source, projecting about 55% of the arterial network on Java being congested by 2010, and the need for about 2,000 km of toll road.
National roads are mostly in sound condition, provincial roads are less well maintained, and over half of the kabupaten roads is in poor condition creating a substantial need for rehabilitation and upgrading to the order of 7,000 km.
Substantial public expenditure will be needed to address the large backlog of construction and rehabilitation. Road expenditure in the national and regional development budget fell during the financial crisis in 1997/98. The APBN budget for roads in constant prices has risen to the level the crisis. Compared to the situation in 2004, the budget allocation has increased substantially to 13% in 2005 (16% is proposed for 2006). However, more allocation will be needed to address the large backlog, estimated at Rp 17 trillion in 2004.


Source: KKPPI, Sector Review 2006

Road Project Transactions, Indonesia

Current Transaction
In December 2004, six toll-road projects were tendered out in the first batch. Thirty-five consortia (20 foreign companies and 15 local companies) expressed interest in the PQ. Eighteen consortia attended the pre-bid conference and conducted site visits. Land acquisition cost is to be provided by the investor.
Under Batch 1, four toll roads elicited private interest; there were no bids for the other two.
In the second batch, 13 projects were tendered, including the 2 that did not elicit any bids under Batch I. The PQ result was announced on 20 January 2006; only four projects in Jabodetabek Toll Road Network have sufficient number of qualified bidder. Again there were no bids for the Medan–Binjai and Cileunyi–Sumedang toll roads.
There was little interest from overseas investors since the land for ROW (right of way) has not been acquired for any of the 13 toll roads tendered. The GOI consider this is as cross sector issues. Policy, regulatory, and institution framework for land acquisition is now being set up to improve marketability of the projects.
Another problem encountered was the biased nature of the concession agreement used, which investors regarded as not “bankable”. A more “bankable” and “investor friendly” template concession agreement conforming to international standards has been developed.
The toll roads under Batch III are now being offered and include important links in the Trans Java Road Network: Solo-Mantingan-Ngawi and Ngawi-Kertosono. The PQ submission has been closed in September 2006. These projects have been considered as economically feasible, but financially marginal and need government financial support to make them commercially viable.

Future Transaction
There are 18 toll road projects under preparation by BPJT. The government has decided to build the Suramadu Toll Bridge and the proposed access toll road to Tanjung Priok Port, but private sector is likely to have the opportunity to operate them.

Source: KKPPI, Sector Review 2006

PPP Model Projects in Indonesia

Two model projects have been proposed to be implemented under PPP:
1. Ketapang-Margagiri Ferry project: The ferry link connects Java and Sumatra, adding capacity to the existing overcrowded terminals. This project is under project preparation.
2. Lamong Bay port project is located near Tanjung Perak port, Surabaya. The capacity of Tanjung Perak port, the second largest in Indonesia, has reached maximum capacity.

Other Projects
Many projects that have been identified in the February 2006 Infrastructure Policy Package as potential PPP projects. It is undecided whether the proposed Bojonegara and Balikpapan port will be implemented under PPP.
The new Medan airport, expansion of Soekarno-Hatta airport passenger terminal, expansion of Soekarno-Hatta freight terminal, and the new Lombok airport have been proposed in the February 2006 Infrastructure Policy Package as potential PPP projects.
At this point in time, whether these projects will be implemented under PPP remain undecided.

Source: KKPPI, Sector Review 2006

Sea Transport in Indonesia: An Overview

Indonesia is a country with an immense potential in maritime development that is largely unrealised. There are over 2,133 ports in Indonesia: 977 general ports and 1,156 special ports.
The SOEs, the various Pelindos, between them operate 111 ports. Two of these ports have the potential to become international hubs, namely Tanjung Priok and Tanjung Perak. The government is planning another port in East Indonesia as another international hub (Bitung in North Sulawesi). The government has also stipulated 25 strategic ports as the main gateway for passenger and cargo traffic.
Table 2. General Sea Ports Source: MOT, Kepmen 53/2002 Not all ports designated as international have the facilities for full container operation.
Kepmen 44/2002 designated 20 international ports, but there are only 9 full container ports and 4 semi-container ports, most of them in Java and Sumatra1. A total of 471 1 MOT, Rencana Kerja 2006 ports should be decentralized to local government, but few are prepared to assume the responsibility for fear that this would put additional strain on their finances2.
While container traffic has increased significantly in the last five years, port capacity in Indonesia has not. Tanjung Priok and Tanjung Perak, the two largest ports, are only able to handle 3 and 1.5 millions TEU respectively, much below the capacity of international trans-shipment ports. The depth of Tanjung Perak basin is only 10 meter LWS, insufficient for ocean-going ships requiring 14-16 meter LWS. Congestion has increased in major ports, especially at container terminals, but little capacity has been added.
Law 21/1992 on Shipping and PP 70/1996 on Port are the governing legislation. The draft law, submitted to Parliament and expected to be passed in the first quarter of 2007, removes the current restriction that PSP can only be undertaken as a joint venture with a Pelindo. Removing this restriction is unlikely to lead to more PSP, unless there is unbundling of the Pelindos’ functions.
There are major PSPs under Pelindo II: the Jakarta International Container Terminal and the Koja Container Terminal.
In 1999, Pelindo III corporatized its container terminal operations. P&O Ports holds a 49% stake in the company. Since then the company has invested over US$60 million in new equipment and facilities.
Table 5. PSP under Pelindo II Source: Pelindo 2 (2006) Bojonegara port has been considered as a potential project. However, private interest in the proposed green-field port has been dampened by the fear that other ports in the vicinity would reduce the viability of Bojonegara.
Land is available at point of tender if the project is located within an existing port.
However, for a green-field port land should be acquired before the project is tendered out.
An assessment of the sector regulatory framework indicates certain important issues: At present, the Pelindos are responsible for project due diligence. However, they are not equipped to do so. Draft law assigns this responsibility to DGST.
As the landlord authority, the Pelindos set the tariff for port basic infrastructure.
This tariff affects the down-stream tariff on port services. It is important that any economic rent in the former is removed, to maximize the utilization of existing basic infrastructure.
On procurement, the current practice shows that it is conducted on the basis of Keppres 80/2003. Perpres 67/2005 must be used, as it is designed specifically for the procurement of the PPP concessionaire, and not on goods and services.
At present there is no specific regulatory body in the port sector. The regulator role is shared between the DGST and Pelindos, the latter determining, for example, the tariff on basic infrastructure.
Like the rail sector, the institutional arrangement is far from the ideal. The Pelindos perform a triple role: as a contracting agency, operator and regulator.
There are two possible arrangements based on the ideal arrangement. The first model assumes a new regulator, taking over the safety and technical regulation from the MOT and the commercial regulation from the Pelindos. The Pelindos retain their contracting role as the landlord/port authority in their designated region, but relinquish their operator role.
The other assumes that the contracting agency would be the landlord/port authority but this would not be the Pelindos, who would be one of the operators competing for PSP projects tendered by the landlord authority. The regulator would be a new entity, as proposed in the first model.
Both proposed arrangements are workable, not only for PSP provision of port services, but also for new i.e. green-field ports, such as Bojonegara. As the provision of port infrastructure is the responsibility of the government, it is assumed that a new port would be commissioned by the landlord/port authority on behalf of the government. It is further assumed that the port, once built, would be assigned to the port authority for management. This would correspond to current practice.

Source: KKPPI, Sector Review 2006


Air Transport in Indonesia: An Overview

One hundred eighty seven airports are operated by the government and SOEs. The Angkasa Puras, the SOEs, hold the monopoly on airport services in their designated region.

Deregulation in the airline industry after the 1997 crisis allowed private airline companies to compete with state-owned companies. The greatest beneficiary of this has been the consumer, who has seen fares dropped in real terms and many more scheduled flights to more destinations. Although the economic prospect of the aviation industry in Indonesia looks bright, the industry is experiencing overcrowded airport terminals and inadequate air traffic control.
Law 15/1992 on Aviation and PP 70/2001 on Airport are the governing legislation. PSP on airport services is only allowed through a joint venture with an Angkasa Pura. The draft law, submitted to Parliament and expected to be passed in 2007, removes this restriction.
An assessment of the sector regulatory framework reveals the following issues: The Angkasa Puras are responsible for project due diligence. However, they do not have the capacity to do this. The draft law assigns this responsibility to DGAT.
On procurement, the current practice shows that it is conducted on the basis of Keppres 80/2003. Perpres 67/2005 must be used, as it is designed specifically for the procurement of the PPP concessionaire, and not on goods and services.
There is no specific regulatory body in the airport sector at present. The existing institutional arrangement is far from the ideal, as the Angkasa Puras hold the monopoly on the provision of airport services, are the contracting authority and regulator for and operator of such services.
There are two possible arrangements. One assumes a new regulatory institution, with the Angkasa Puras as the contracting agency, relinquishing their operator role. The other also assumes a new regulatory institution, a new landlord airport authority as the contracting agency, with the Angkasa Puras remaining as the operator.


Source: KKPPI, Sector Review 2006

Ferry Transport in Indonesia: An Overview

In Indonesia, Land Transport directorate general in MOT is responsible for road traffic and transportation, and ferry and inland waterways transport, and Road infrastructure is the responsibility of MPW. Bus terminal, car parks, vehicle testing centers, weightbridges, and automatic traffic control fall under land transport, and are the responsibility of local government. Road traffic and transport does not come under Perpres 67/2005).
However, ferry port infrastructure does.
Ferry and inland waterway transport covers berthing and terminal infrastructure. Seven ports have been designated as international ports (ferry links to Singapore, Malaysia, Only nine local governments have stated readiness to carry out the task the Philippines, East Timor and Australia), but only two operate as international ports.
Currently there are 172 ferry routes in Indonesia, many of them are subsidized as a form of pioneer service to remote places in the eastern region and outer islands.
Sector Framework The blueprint Cetak Biru Pembangunan Perhubungan tahun 2000 – 2024 defines the long-term policy for four transportation sub-sectors (airport, seaport, railways and land transport). The vision is to accomplish reliable and competitive transport services and to create a favorable environment for PSP in the provision of transport infrastructure and services.
Four missions are stated in the blue print. The first is at least to maintain the existing transportation infrastructure, as the quality had been declining since the crisis. The MOT realizes that the GOI must rely on the private provision of infrastructure.
The second is to reform institutions and enforce regulations. It seems that the MOT also recognizes that the current institution arrangement is not favorable for PSP. However, it is not clear from the blueprint what form the new institutional arrangement should be.
The third mission is to improve accessibility.
Intermodal transportation is required to access many places in Indonesia. Therefore, the MOT needs to better integrate transportation planning and programming between the various directorates-general.
The last mission is to improve transport operation and quality of service. The MOT recognizes that many operators (SOE and private) are not efficient. One way to improve efficiency is through fair competition and curtailing the SOEs’ monopoly.
In the RPJM, many PSP issues are addressed and form the basis for transport developments in the medium term. For example, it refers to the need for a re-alignment of the operator, owner, and regulatory function.
The RPJM recognizes that infrastructure required long term and enormous amount of investment. To attract private investor, full cost recovery on investment is a must. Through efficiency, an affordable tariff and full cost recovery might be achieved. Transparency in the cost structure, minimizing economic rent, and abolishing unnecessary fees should be part of the MOT policy to attract private sector investment.
The RPJM also states that the government needs to intervene as a regulator, as many forms of transport constitute a natural monopoly. The monopoly power enjoyed by operators permit them to charge economic rent, far in excess of the cost of provision.
This excess could act as a barrier to market entry and lead to fewer capital investments.
Clearly, PSP is a strong policy directive in the RPJM for the transport sector overall. The rationale for this is (a) a need for private finance, and (b) efficiency gains from better technology and management skills imported from the private sector. However, in order to achieve this goal, reform is needed. This calls for more competition, institutional realignment of certain functions, a freer basis for PSP than the current joint-venture model practiced.
The vehicle for reform is obviously the draft law for the rail, port and airport sectors already submitted to Parliament for deliberation. While removing the joint-venture restriction is a step in the right direction, more is required, such as unbundling the SOEs concerned by realigning their functions. A key to this process is the establishment of a functionally independent sector regulator.
The governing sector legislation for PSP ferry infrastructure is the same as for sea transport, Law 21/1992 on Shipping and PP 70/1996 on Port.
At present there is no regulatory body for the ferry sub-sector and no provision in the draft law for the establishment of one. Under a more competitive market, when ASDP and the UPTs are required to compete with the private sector in the provision of port services, a regulator separate from the port operator and contracting agency would be expected by the private investor to ensure transparency and level playing field, and minimize conflict of interest.
The current institutional arrangement does not correspond to the ideal, as the DGLT is the regulator, contracting agency and policy maker.

Source: KKPPI, Sector Review 2006

Railways Sector in Indonesia: An Overview

Railways are found only on Java and Sumatra. The total rail network in Indonesia consists of 5,824 km, but only 4,337 km are operated. Java has a bigger network than Sumatra.
The major rail corridors in Java are Jakarta-Bandung, Jakarta-Semarang-Surabaya- Banyuwangi (known as the North Route) , Bandung-Kroya-Yogyakarta-Surabaya (known as the South Route) with the connector route Cirebon-Purwokerto-Kroya. Most of the railway system is single-track.
The government intends to improve the capacity and quality of the Jabotabek rail network, which comprises of nearly 266 km of double-track. Suburban and intercity trains use the Jabotabek network.
On Sumatra, there are three separate rail networks: Northern Sumatra, Western Sumatra and Southern Sumatra.

Rail transportation in Indonesia has declined during the last five years. Only 29 percent of the track is less than 10 years old, with more than 25 percent older than 70 years old.
The GOI realize that railways is the most energy efficient land transport available now, and does not require much land.
Law 13/1992 on Railways and PP 69/1998 are the governing legislation. The draft law, submitted to Parliament, is expected to be passed in 2007. Law 13/1992 underlines the policy of unbundling the rail business and management structure, whereby government is responsible for infrastructure development and maintenance, while KAI manages the rail services. PSP in the provision of rail services is possible, but under a joint venture with KAI3.
The implementation of the PSO-IMO-TAC policy framework has neither improved the efficiency, quality and safety of railway services nor the financial performance of KAI.
The problem is due in particular to the complexity of railway operations and the lack of reliable data on costs (for cost allocation purposes).4 The relationship between the government and KAI, the operator is, as follows: The government will provide an operating subsidy to KAI for PSO economy class train travel; The government will finance the maintenance and operation of the railway infrastructure i.e. pays KAI an IMO fee (Infrastructure Maintenance and Operation); KAI will pay a charge (TAC) to the government for the use of the railway infrastructure.
Although the financing scheme for PSO, IMO and TAC has been developed, its implementation has not been a success.
The PSO, IMO and TAC concepts need to be applied properly if the government intends to implement PSO (with KAI sub-contracting to the private sector) –the government’s PSO policy framework remains to be developed, which would set out the “rules of the game” for the private sector.
PSO implementation presupposes the existence of private companies that would compete for PSO contracts. This is unlikely to materialize if KAI is still designated as the sole railway operator (although PP 69/1998 does stipulate that operation is possible under a joint agreement with KAI). The draft law removes this restriction.
3 Article 6, Law 13/1992 on Railway.
4 The mechanism of institutions activities for PSO, IMO and TAC is: KAI submits a realisation report regarding the implementation of PSO and IMO proposals in every 3 month to DGLC. DGLC will evaluate the realisation report and will give approval. DGLC will submit application to MOF for PSO and IMO monies. Based on the application, MOF will issue an Authorisation Decision letter in which MOF instruct relevant official of MOF to transfer PSO and IMO fund to KAI. In practice, the funds will be transferred quarterly from MOF to KAI.
At a technical level, the lack of accurate data has led to no agreed basis for costing and cost allocation between KAI and the MOT.
The allocation of common cost needs to be agreed (rail infrastructure is used by freight, subsidized and non-subsidized transportation). Calculations by KAI are often disputed by the MOF. Insufficient payments, according to KAI, have prevented it to develop commercially, and over the years, it has built up a backlog of maintenance because of the lack of funds.
An assessment of the sector regulatory framework identifies the following issues: Tariff and its adjustment appear to be in line with Perpres 67/2005, as noneconomy class fares are based on market forces. According to the February 2006 Policy Package on Infrastructure, a regulation on tariffs is to be issued by the end of 2006. However, it is not clear whether TAC and IMO will form part of the new regulation. They should, as the determination of a “commercial” tariff for a PSP and PSO project is necessarily dependent on TAC and IMO5.
A government subsidy (PSO) is provided to KAI for economy class travel. Under the draft law, it is possible that a private company could provide a PSO service, and so be a recipient of fiscal support.
The draft law stipulates that procurement will be regulated through a future PP. There is a need to ensure that the PP will be consistent with the spirit of Perpres 67/2005.
No specific regulatory body exists in the rail sector. The regulatory role is shared between the MOT and KAI. The draft law does not refer to setting up a sector regulatory body. A functionally independent rail regulator is required.
The institutional arrangement is far from the ideal international best practice, as KAI performs a triple role: as operator, regulator and contracting agency. The draft law allows the private sector to provide and operate both rail infrastructure and services. This will be a significant improvement to the regulatory framework. However, more needs to be done, for example on the institutional front, if PSP in the sector is to materialize.
The MOT has established a P3 node to oversee PPP implementation in the sectors under its jurisdiction.

Source: KKPPI, Sector Review 2006

THE INDIAN EXPERIENCE WITH PPPS: GOVERNMENT INITIATIVES

Key government initiatives.
The Indian Department of Economic Affairs (DEA) has highlighted that the Government of India (GOI) is committed to raising the investment in infrastructure from its existing level of 4.7% of GDP to around 8%. Infrastructure shortages are proving a key constraint in sustaining and expanding India’s economic growth and making it more inclusive for the poor. The government is actively promoting PPPs in the key infrastructure sectors of transport (including railways), power, urban infrastructure, and tourism. PPPs are seen as an important tool for producing an accelerated and larger pipeline of infrastructure investments, and reducing the country’s infrastructure deficit. A PPP department has been established in the DEA to administer various proposals and coordinate activities to promote PPPs.

Viability Gap Funding (VGF) scheme.
The GOI has established the VGF scheme as a special facility to support the financial viability of those infrastructure projects which are economically justifiable but not commercially viable in the immediate future. It involves upfront grant assistance of up to 20% of the project cost for state or central level PPP projects that are implemented by a private sector developer who is selected through competitive bidding. An Empowered Committee has been set up for quick processing of cases.

Facilitating Public-Private Partnership.
GOI has established India Infrastructure Finance Company Limited (IIFCL) as a wholly government-owned company to provide long-term finance to infrastructure projects, either directly or through refinancing. The IIFCL caters to the growing financing gap in long-term financing of infrastructure projects in the public, private, and PPP sectors. Any government project awarded to a private sector company for development, financing, and construction through PPP will have overriding priority under the scheme. GOI is working on a number of initiatives to assist and encourage capacity-building at the state and central levels. It is identifying the capacity-building needs of state governments and providing assistance for the creation of state-level PPP cells such as a nodal agency, streamlining the PPP approval process, developing PPP toolkits, model concession agreements (MCAs), bidding documents, and project preparation manuals. GOI is also building a central database and website on PPPs to disseminate updated information to the states and the private sector. Arrangements are being finalized under which, state governments would be able to avail themselves of consultancy support for developing PPP projects. Institutions like the ADB have begun supporting the capacity-building process through these workshops and proposed technical assistance projects.

Status of PPPs and States’ perspectives.
Eighty-six PPPs have been awarded in India so far, totaling about Rs 340 billion, in twelve states and three central agencies. Roads and port sectors have dominated in the number and size of PPPs. As of October 2006, twelve proposals were given in-principle approval under VGF. State governments have identified a whole range of sectors for PPPs, including roads and highways, ports (air, sea, and container), telecommunication, water supply, waste management, tourism, power, industrial infrastructure, township development, leisure, and health. States have also identified potential PPP projects that could be developed over the next few years. Many of the projects are already in the bidding stage using both memorandum of understanding (MOU) and competitive bidding procedures. Not many of these projects would require VGF funding. No clear link between institutional structure and success of a PPP has become apparent.
State/Union Territory (UT) governments have indicated marked differences in the process of PPP development, including variations in existence of infrastructure legislation and policies, institutional arrangements for identifying and approving PPPs, project development funds and companies, financial structuring, and procurement procedures.

Requirements of Central Assistance.
The states highlighted a number of areas where guidance, assistance, and technical support are required from GOI. These areas are: VGF(viability gap funding); quicker approval procedures; relaxation of the project details currently required for an in-principle approval; inclusion of projects awarded through the Special Purpose Vehicle (SPV) route and not competitive bidding, like railways; inclusion of rural sector projects and unfinished projects; inclusion of land costs under VGF financing, capacity-building, setting up PPP cells at the state level; access to project development resources; advisory support on infrastructure legislation and regulatory frameworks and detailed PPP policies; model PPP execution cycle; contract monitoring and time scheduling; guidelines on public sector comparator (PSC) and its comparison with the private sector ADBI Discussion Paper 80 Geethanjali Nataraj 28 predictor; information on potential sources of long-term debt; and formalization of state PPP plans. The states have also called for streamlining of the statutory clearances on environment, defense, airport authority, land acquisition, etc.

Private Sector Perspectives.
The private sector recognizes the enormous business opportunity of PPPs in India and has welcomed the Government of India’s PPP initiatives.
The private sector has urged the government to publicize the size of the business opportunity for PPPs in India to the private sector, which is estimated to be much more than has been previously thought. Given the enormous investment requirements in infrastructure development, the need for a sustainable pipeline of PPP projects has become paramount.
The private sector remains eager to see more substantive reforms, enabling changes by government in the policy, regulatory provisions, and procurement procedures for PPPs.

Improvements in India’s enabling environment.
The private sector has called for changes in India’s enabling environment and suggested measures to foster efficiency and transparency in the bidding process, ensure sanctity of contracts, encourage competition, promote market-driven tariffs, and separate regulatory and adjudication authorities. It has called for developing appropriate legislative framework for PPPs, clarification of entry conditions, suitable contractual structures, and clarification of incentives and concessions.

Standardized procurement procedures.
Given the variations in the formats, bidding procedures, agreements, and overall execution of PPPs among the various states and agencies, the private sector has highlighted the need for standardized prequalification and bidding procedures and guidelines for ensuring efficiency, predictability, and ease of approval process.

Transparency.
The need for maintaining transparency in the entire PPP project cycle and stakeholder interactions has been noted as a key factor in determining the success of PPPs.
The private sector has urged the central and state governments and other public sector project sponsors to be cautious of the “selection by nomination”20 procedure, which is not the same as transparently awarded PPP contracts.

Project development and structuring facility.
A major impediment to successful commercialization of projects in India has been the absence of rigorous project development. Many of the projects put out for bidding by GOI have been inadequately structured and unsuitable for a PPP. A project development facility (PDF) that provides project sponsors, the resources to procure consultancy, and expert services for conducting pre-feasibility studies and assessments is required.

Public sector capacity to successfully execute PPPs.
The private sector has highlighted its concerns about the absence of a robust pipeline of bankable PPP projects. This is attributed to insufficient capacity of the PPP-sponsoring public entities to identify and implement deals and execute PPPs. Capacity deficit is seen as the crucial bottleneck in achieving a steady flow of successfully negotiated PPP deals.

Public sector reforms, with or without PPPs.
The infrastructure sector suffers from supply-side constraints. The PPP experience in various states has shown that procedures and processes have been extremely dilatory. The infrastructure sector needs to urgently implement public sector reforms to address supply-side constraints. Changes in delivery mechanisms, processes, procedures, and institutional structures need to be tailored towards client-focused outcomes and results. Land acquisition and environmental clearances are best obtained by governments. Social and environmental clearances are also best obtained ADBI Discussion Paper 80 Geethanjali Nataraj 29 by government and not by the private partner. Several projects have stalled with huge time and cost overruns due to delays in land acquisition and transfer of land possession to the private sector. The private sector could deliver much faster if these clearances were handled by the project sponsor. Building in environmental and social dimensions of PPPs needs to be made part of the project development cycle.

Genuine and mutually rewarding partnerships.
PPPs represent partnerships in action with huge stakes for both the public sector and private sector agencies to succeed collectively. It is important that the public and private sector work together, keeping the project and outcomes in focus rather than maximizing their own interests, and collaborating for mutually enduring value. PPPs are a new way of doing business and are not about command and control. Ultimately, the project partners need to remember that PPPs are not about finance, but about improving the quality and efficiency of public services.


Source:
Geethanjali Nataraj, Infrastructure Challenges in South Asia:
The Role of Public-Private Partnerships, ADBI, 2007

Training Program

Training Program on PPP by CBT

Perpres 67/2005

PERATURAN PRESIDEN REPUBLIK INDONESIA
NOMOR 67 TAHUN 2005 TENTANG KERJASAMA PEMERINTAH DENGAN BADAN USAHA DALAM PENYEDIAAN INFRASTRUKTUR

DENGAN RAHMAT TUHAN YANG MAHA ESA

PRESIDEN REPUBLIK INDONESIA,


Menimbang : a. Bahwa ketersediaan infrastruktur yang memadai dan berkesinambungan merupakan kebutuhan mendesak untuk mendukung pelaksanaan pembangunan nasional dalam rangka meningkatkan perekonomian dan kesejahteraan masyarakat, serta untuk meningkatkan daya saing Indonesia dalam pergaulan global;

b. bahwa untuk mempercepat pembangunan infrastruktur, dipandang perlu mengambil langkah-langkah yang komprehensif guna menciptakan iklim investasi untuk mendorong keikutsertaan badan usaha dalam penyediaan infrastruktur berdasarkan prinsip usaha secara sehat;

c. bahwa untuk mendorong dan meningkatkan kerjasama antara pemerintah dan badan usaha dalam penyediaan infrastruktur dan jasa pelayanan terkait, perlu pengaturan guna melindungi dan mengamankan kepentingan konsumen, masyarakat, dan badan usaha secara adil;

d. bahwa berdasarkan pertimbangan sebagaimana dimaksud pada huruf a, huruf b, dan huruf c, perlu menetapkan Peraturan Presiden tentang Kerjasama Pemerintah Dengan Badan Usaha Dalam Penyediaan Infrastruktur;

Mengingat : 1. Pasal 4 ayat (1) Undang-Undang Dasar Negara Republik Indonesia Tahun 1945;
2. Keputusan Presiden...



PRESIDEN
REPUBLIK INDONESIA

-2-

2. Keputusan Presiden Nomor 80 Tahun 2003 tentang Pedoman Pelaksanaan Pengadaan Barang/ Jasa Pemerintah (Lembaran Negara Republik Indonesia Tahun 2003 Nomor 120, Tambahan Lembaran Negara Republik Indonesia 4430) sebagaimana telah beberapa kali diubah terakhir dengan Peraturan Presiden Nomor 32 Tahun 2005 (Lembaran Negara Republik Indonesia Tahun 2005 Nomor 36);

MEMUTUSKAN

Menetapkan : PERATURAN PRESIDEN TENTANG KERJASAMA PEMERINTAH DENGAN BADAN USAHA DALAM PENYEDIAAN INFRASTRUKTUR.

BAB I

KETENTUAN UMUM

Pasal 1

Dalam Peraturan Presiden ini yang dimaksud dengan :
1. Menteri/ Kepala Lembaga adalah pimpinan kementerian/ lembaga yang ruang lingkup, tugas dan tanggung jawabnya meliputi sektor infrastruktur yang diatur dalam Peraturan Presiden ini.

2. Kepala Daerah adalah gubernur bagi daerah propinsi, atau bupati bagi daerah kabupten, atau walikota bagi daerah kota.

3. Penyediaan Infrastruktur adalah kegiatan yang meliputi pekerjaan konstruksi untuk membangun atau meningkatkan kemampuan infrastruktur dan/ atau kegiatan pengelolaan infrastruktur dan/ atau pemeliharaan infrastruktur dalam rangka meningkatkan kemanfaatan infrastruktur.

4. Badan Usaha...

PRESIDEN
REPUBLIK INDONESIA

-3-

4. Badan Usaha adalah badan usaha swasta yang berbentuk perseroan terbatas, Badan Usaha Milik Negara (BUMN), Badan Usaha Milik Daerah (BUMD), dan koperasi.

5. Proyek Kerjasama adalah Penyediaan Infrastruktur yang dilakukan melalui Perjanjian Kerjasama atau pemberian Izin Pengusahaan antara Menteri/Kepala Lembaga/ Kepala Daerah dengan Badan Usaha.

6. Perjanjian Kerjasama adalah kesepakatan tertulis untuk Penyediaan Infrastruktur antara Menteri/ Kepala Lembaga/ Kepala Daerah dengan Badan Usaha yang ditetapkan melalui pelelangan umum.

7. Izin Pengusahaan adalah izin untuk Penyediaan Infrastruktur yang diberikan oleh Menteri/ Kepala Lembaga/ Kelapa Daerah kepada Badan Usaha yang ditetapkan melalui pelelangan.

8. Dukungan Pemerintah adalah dukungan yang diberikan oleh Menteri/ Kepala Lembaga/ Kepala Daerah kepada Badan Usaha dalam rangka pelaksanaan Proyek Kerjasama berdasarkan Perjanjian Kerjasama.


BAB II

TUJUAN, JENIS, BENTUK DAN PRINSIP KERJASAMA

Pasal 2

(1). Menteri/ Kepala Lembaga/ Kepala Daerah dapat bekerjasama dengan Badan Usaha dalam Penyediaan Infrastruktur.

(2). Dalam pelaksanaan kerjasama sebagaimana dimaksud pada ayat (1), Menteri/ Kepala Lembaga/ Kepala Daerah bertindak selaku penanggung jawab Proyek Kerjasama.

Pasal 3...

PRESIDEN
REPUBLIK INDONESIA

-4-

Pasal 3

Proyek Kerjasama Penyediaan Infrastruktur antara Menteri/ Kepala Lembaga/ Kepala Daerah dengan Badan Usaha dilakukan dengan tujuan untuk :
a. mencukupi kebutuhan pendanaan secara berkelanjutan dalam Penyediaan Infrastruktur melalui pengerahan dana swasta;
b. meningkatkan kuantitas, kualitas dan efisiensi pelayanan melalui persaingan sehat;
c. meningkatkan kualitas pengelolaan dan pemeliharaan dalam Penyediaan Infrastruktur;
d. mendorong digunakannya prinsip pengguna membayar pelayanan yang diterima, atau dalam hal-hal tertentu mempertimbangkan kemampuan membayar pengguna.

Pasal 4

(1). Jenis Infrastruktur yang dapat dikerjasamakan dengan Badan Usaha mencakup :
a. infrastruktur transportasi, meliputi pelabuhan laut, sungai atau danau, bandar udara, jaringan rel dan stasiun kereta api;
b. infrastruktur jalan, meliputi jalan tol dan jembatan tol;
c. infrastruktur pengairan, meliputi saluran pembawa air baku;
d. infrastruktur air minum yang meliputi bangunan pengambilan air baku, jaringan transmisi, jaringan distribusi, instalasi pengolahan air minum;
e. infrastruktur air limbah yang meliputi instalasi pengolah air limbah, jaringan pengumpul dan jaringan utama, dan sarana persampahan yang meliputi pengangkut dan tempat pembuangan;
f. infrastruktur telekomunikasi, meliputi jaringan telekomunikasi;
g. infrastruktur ketenagalistrikan, meliputi pembangkit, transmisi atau distribusi tenaga listrik; dan
h. infrastruktur minyak dan gas bumi meliputi pengolahan, penyimpanan, pengangkutan, transmisi, atau distribusi minyak dan gas bumi.

(2). Infrastruktur sebagaimana dimaksud pada ayat (1), dikerjasamakan sesuai dengan peraturan perundang-undangan yang berlaku di sektor bersangkutan.

Pasal 5...

PRESIDEN
REPUBLIK INDONESIA

-5-

Pasal 5

(1). Kerjasama Menteri/ Kepala Lembaga/ Kepala Daerah dengan Badan Usaha dalam Penyediaan Infrastruktur sebagaimana dimaksud dalam Pasal 2 ayat (1), dapat dilaksanakan melalui :

a. Perjanjian Kerjasama; atau
b. Izin Pengusahaan.

(2). Bentuk kerjasama Menteri/ Kepala Lembaga/ Kepala Daerah dengan Badan Usaha dalam Penyediaan Infrastruktur, ditetapkan berdasarkan kesepakatan antara Menteri/ Kepala Lembaga/ Kepala Daerah dengan Badan Usaha sepanjang tidak bertentangan dengan peraturan perundang-undangan yang berlaku.

Pasal 6

Kerjasama Penyediaan Infrastruktur antara Menteri/ Kepala Lembaga/ Kepala Daerah dengan Badan Usaha dilakukan berdasarkan prinsip:
a. adil, berarti seluruh Badan Usaha yang ikut serta dalam proses pengadaan harus memperoleh perlakuan yang sama;
b. terbuka, berarti seluruh proses pengadaan bersifat terbuka bagi Badan Usaha yang memenuhi kualifikasi yang dipersyaratkan;
c. transparan, berarti semua ketentuan dan informasi yang berkaitan dengan Penyediaan Infrastruktur termasuk syarat teknis administrasi pemilihan, tata cara evaluasi, dan penetapan Badan Usaha bersifat terbuka bagi seluruh Badan Usaha serta masyarakat umumnya;
d. bersaing, berarti pemilihan Badan Usaha melalui proses pelelangan;
e. bertanggung-gugat, berarti hasil pemilihan Badan Usaha harus dapat dipertanggungjawabkan;
f. saling menguntungkan, berarti kemitraan dengan Badan Usaha dalam Penyediaan Infrastruktur dilakukan berdasarkan ketentuan dan persyaratan yang seimbang sehingga memberi keuntungan bagi kedua belah pihak dan masyarakat dengan memperhitungkan kebutuhan dasar masyarakat;


g. saling...

PRESIDEN
REPUBLIK INDONESIA

-6-

g. saling membutuhkan, berarti kemitraan dengan Badan Usaha dalam Penyediaan Infrastruktur dilakukan berdasarkan ketentuan dan persyaratan yang mempertimbangkan kebutuhan kedua belah pihak;
h. saling mendukung, berarti kemitraan dengan Badan Usaha dalam Penyediaan Infrastruktur dilakukan dengan semangat saling mengisi dari kedua belah pihak.

BAB III

IDENTIFIKASI DAN PENETAPAN PROYEK YANG DILAKUKAN
BERDASARKAN PERJANJIAN KERJASAMA

Pasal 7

(1) Menteri/ Kepala Lembaga/ Kepala Daerah melakukan identifikasi proyek-proyek Penyediaan Infrastruktur yang akan dikerjasamakan dengan Badan Usaha, dengan mempertimbangkan paling kurang:
a. kesesuaian dengan rencana pembangunan jangka menengah nasional/ daerah dan rencana strategis sektor infrastruktur;
b. kesesuaian lokasi proyek dengan Rencana Tata Ruang Wilayah;
c. keterkaitan antarsektor infrastruktur dan antarwilayah;
d. analisa biaya dan manfaat sosial.

(2) Setiap usulan proyek yang akan dikerjasamakan harus disertai dengan :
a. pra studi kelayakan;
b. rencana bentuk kerjasama;
c. rencana pembiayaan proyek dan sumber dananya; dan
d. rencana penawaran kerjasama yang mencakup jadwal, proses dan cara penilaian.

Pasal 8

Dalam melakukan identifikasi proyek yang akan dikerjasamakan sebagaimana dimaksud dalam Pasal 7, Menteri/ Kepala Lembaga/ Kepala Daerah melakukan konsultasi publik.

Pasal 9...

PRESIDEN
REPUBLIK INDONESIA

-7-

Pasal 9

(1) Berdasarkan hasil identifikasi proyek sebagaimana dimaksud dalam Pasal 7 dan hasil konsultasi publik sebagaimana dimaksud dalam Pasal 8, Menteri/ Kepala Lembaga/ Kepala Daerah menetapkan prioritas proyek-proyek yang akan dikerjasamakan dalam daftar prioritas proyek.
(2) Daftar prioritas proyek sebagaimana dimaksud pada ayat (1), dinyatakan terbuka untuk umum dan disebarluaskan kepada masyarakat.

BAB IV
PROYEK KERJASAMA ATAS PRAKARSA BADAN USAHA

Pasal 10

Badan Usaha dapat mengajukan prakarsa Proyek Kerjasama Penyediaan Infrastruktur yang tidak termasuk dalam daftar prioritas proyek sebagaimana dimaksud dalam Pasal 9, kepada Menteri/ Kepala Lembaga/ Kepala Daerah.

Pasal 11

(1) Proyek atas prakarsa Badan Usaha wajib dilengkapi dengan :
a. studi kelayakan;
b. rencana bentuk kerjasama;
c. rencana pembiayaan proyek dan sumber dananya; dan
d. rencana penawaran kerjasama yang mencakup jadwal, proses dan cara penilaian.

(2) Proyek atas prakarsa Badan Usaha sebagaimana dimaksud pada ayat (1), mempertimbangkan pula ketentuan sebagaimana dimaksud Pasal 7 ayat (1).

Pasal 12

(1) Menteri/ Kepala Lembaga/ Kepala Daerah mengevaluasi proyek atas prakarsa Badan Usaha sebagaimana dimaksud dalam Pasal 11.
(2) Dalam hal...

PRESIDEN
REPUBLIK INDONESIA

-8-

(2) Dalam hal berdasarkan evaluasi sebagaimana dimaksud pada ayat (1) proyek atas prakarsa Badan Usaha memenuhi persyaratan kelayakan, proyek atas prakarsa Badan Usaha tersebut diproses melalui pelelangan umum sesuai dengan ketentuan dalam Peraturan Presiden ini.

Pasal 13

(1) Badan Usaha yang prakarsa Proyek Kerjasamanya diterima oleh Menteri/ Kepala Lembaga/ Kepala Daerah, diberikan kompensasi.

(2) Kompensasi sebagaimana dimaksud pada ayat (1), dapat berbentuk :
a. pemberian tambahan nilai; atau
b. pembelian prakarsa proyek kerjasama termasuk Hak Kekayaan Intelektual yang menyertainya oleh Menteri/ Kepala Lembaga/ Kepala Daerah atau oleh pemenang tender.

Pasal 14

(1) Pemberian tambahan nilai sebagaimana dimaksud dalam Pasal 13 ayat (2) huruf a, paling banyak 10 % (sepuluh persen) dari nilai tender pemrakarsa dan diumumkan secara terbuka sebelum proses pengadaan.

(2) Pembelian prakarsa proyek kerjasama sebagaimana dimaksud dalam Pasal 13 ayat (2) huruf b, merupakan penggantian oleh Menteri/ Kepala Lembaga/ Kepala Daerah atau oleh pemenang tender atas biaya yang telah dikeluarkan oleh Badan Usaha pemrakarsa.

(3) Besarnya tambahan nilai sebagaimana dimaksud pada ayat (1) dan biaya penggantian sebagaimana dimaksud pada ayat (2), ditetapkan Menteri/ Kepala Lembaga/ Kepala Daerah berdasarkan pertimbangan dari penilai independen, sebelum proses pengadaan.




BAB V…

PRESIDEN
REPUBLIK INDONESIA

-9-
BAB V
TARIF AWAL DAN PENYESUAIAN TARIF

Pasal 15

(1) Tarif awal dan penyesuaiannya secara berkala ditetapkan untuk memastikan tingkat pengembalian investasi yang meliputi penutupan biaya modal, biaya operasional dan keuntungan yang wajar dalam kurun waktu tertentu.

(2) Dalam hal penetapan tarif awal dan penyesuaiannya tidak dapat dilakukan sesuai dengan ketentuan sebagaimana dimaksud pada ayat (1), tarif ditentukan berdasarkan tingkat kemampuan pengguna.

(3) Dalam hal tarif ditetapkan berdasarkan tingkat kemampuan pengguna sebagaimana dimaksud pada ayat (2), Menteri/ Kepala Lembaga/ Kepala Daerah memberikan kompensasi sehingga dapat diperoleh tingkat pengembalian investasi dan keuntungan yang wajar.

(4) Besaran kompensasi sebagaimana dimaksud pada ayat (3), didasarkan pada perolehan hasil kompetisi antar peserta lelang dan dipilih berdasarkan penawaran besaran kompensasi terendah.

(5) Kompensasi hanya diberikan pada Proyek Kerjasama Penyediaan Infrastruktur yang mempunyai kepentingan dan kemanfaatan sosial, setelah Menteri/ Kepala Lembaga/ Kepala Daerah melakukan kajian yang lengkap dan menyeluruh atas kemanfaatan sosial.

BAB VI
PENGELOLAAN RESIKO DAN DUKUNGAN PEMERINTAH

Pasal 16

(1) Resiko dikelola berdasarkan prinsip alokasi resiko antara Menteri/ Kepala Lembaga/ Kepala Daerah dan Badan usaha secara memadai dengan mengalokasikan resiko kepada pihak yang paling mampu mengendalikan resiko dalam rangka menjamin efisiensi dan efektifitas dalam Penyediaan Infrastruktur.
(2) Pengelolaan...

PRESIDEN
REPUBLIK INDONESIA

-10-

(2) Pengelolaan resiko sebagaimana dimaksud pada ayat (1), dituangkan dalam Perjanjian Kerjasama.

Pasal 17

(1) Dukungan Pemerintah kepada Badan Usaha dilakukan dengan memperhatikan prinsip pengelolaan dan pengendalian resiko keuangan dalam Anggaran Pendapatan dan Belanja Negara (APBN) atau Anggaran Pendapatan dan Belanja Daerah (APBD).

(2) Pengendalian dan pengelolaan resiko sebagaimana dimaksud pada ayat (1), dilaksanakan oleh Menteri Keuangan atau Kepala Satuan Kerja Pengelola Keuangan Daerah dalam hal Dukungan Pemerintah diberikan oleh Pemerintah Daerah.

(3) Dalam melaksanakan tugas dan fungsi sebagaimana dimaksud pada ayat (2), Menteri Keuangan atau Kepala Satuan Kerja Pengelola Keuangan Daerah, berwenang untuk :
a. memperoleh data dan informasi yang diperlukan dari pihak-pihak yang terkait dengan proyek kerjasama Penyediaan Infrastruktur yang memerlukan Dukungan Pemerintah;

b. menyetujui atau menolak usulan pemberian Dukungan Pemerintah kepada Badan Usaha dalam rangka Penyediaan Infrastruktur, berdasarkan kriteria yang ditetapkan oleh Menteri Keuangan dalam hal Dukungan Pemerintah diberikan oleh Pemerintah Pusat, atau Kepala Satuan Kerja Pengelola Keuangan Daerah dalam hal Dukungan Pemerintah diberikan oleh Pemerintah Daerah;

c. menetapkan tata cara pembayaran kewajiban Menteri/ Kepala Lembaga/ Kepala Daerah yang timbul dari proyek Penyediaan Infrastruktur dalam hal penggantian atas hak kekayaan intelektual, pembayaran subsidi, dan kegagalan pemenuhan Perjanjian Kerjasama.



BAB VII...


PRESIDEN
REPUBLIK INDONESIA

-11-

BAB VII

TATA CARA PENGADAAN BADAN USAHA
DALAM RANGKA PERJANJIAN KERJASAMA

Pasal 18

Pengadaan Badan Usaha dalam rangka Perjanjian Kerjasama dilakukan melalui pelelangan umum.

Pasal 19

Menteri/ Kepala Lembaga/ Kepala Daerah membentuk panitia pengadaan.

Pasal 20

Tata cara pengadaan sebagaimana dimaksud dalam Pasal 18, meliputi :
a. persiapan pengadaan;
b. pelaksanaan pengadaan;
c. penetapan pemenang; dan
d. penyusunan perjanjian kerjasama.

Pasal 21

Menteri/ Kepala Lembaga/ Kepala Daerah menetapkan pemenang lelang berdasarkan usulan dari panitia pengadaan.

Pasal 22

Ketentuan sebagaimana dimaksud dalam Pasal 18, Pasal 19, Pasal 20, dan Pasal 21 diatur lebih lanjut dalam Lampiran Peraturan Presiden ini, yang merupakan bagian yang tidak terpisahkan dari Peraturan Presiden ini.

BAB VIII...
PRESIDEN
REPUBLIK INDONESIA

-12-

BAB VIII

PERJANJIAN KERJASAMA

Pasal 23

(1) Perjanjian Kerjasama paling kurang memuat ketentuan mengenai:
a. lingkup pekerjaan;
b. jangka waktu;
c. jaminan pelaksanaan;
d. tarif dan mekanisme penyesuaiannya;
e. hak dan kewajiban, termasuk alokasi resiko;
f. standar kinerja pelayanan;
g. larangan pengalihan Perjanjian Kerjasama atau penyertaan saham pada Badan Usaha pemegang Perjanjian Kerjasama sebelum Penyediaan Infrastruktur beroperasi secara komersial;
h. sanksi dalam hal para pihak tidak memenuhi ketentuan perjanjian;
i. pemutusan atau pengakhiran perjanjian;
j. laporan keuangan Badan Usaha dalam rangka pelaksanaan perjanjian, yang diperiksa secara tahunan oleh auditor independen, dan pengumumannya dalam media cetak yang berskala nasional;
k. mekanisme penyelesaian sengketa yang diatur secara berjenjang, yaitu musyawarah mufakat, mediasi, dan arbitrase/ pengadilan;
l. mekanisme pengawasan kinerja Badan Usaha dalam pelaksanaan perjanjian;
m. pengembalian infrastruktur dan/ atau pengelolaannya kepada Menteri/ Kepala Lembaga/ Kepala Daerah;
n. keadaan memaksa;
o. hukum yang berlaku, yaitu hukum Indonesia.

(2) Dalam hal Penyediaan Infrastruktur dilaksanakan dengan melakukan pembebasan lahan oleh Badan Usaha, besarnya Jaminan Pelaksanaan sebagaimana dimaksud pada ayat (1) huruf c, dapat ditentukan dengan memperhitungkan biaya yang telah dikeluarkan Badan Usaha untuk pembebasan lahan dimaksud.

(3). Perjanjian...

PRESIDEN
REPUBLIK INDONESIA

-13-
(3) Perjanjian Kerjasama mencantumkan dengan jelas status kepemilikan aset yang diadakan selama jangka waktu perjanjian.

Pasal 24

(1) Paling lama dalam jangka waktu 12 (dua belas) bulan setelah Badan Usaha menandatangani Perjanjian Kerjasama, Badan Usaha harus telah memperoleh pembiayaan untuk Proyek Kerjasama.

(2) Dalam hal ketentuan sebagaimana dimaksud pada ayat (1) tidak dapat dipenuhi oleh Badan Usaha, Perjanjian Kerjasama berakhir dan jaminan pelelangan dapat dicairkan.

Pasal 25

(1) Dalam hal terdapat penyerahan pengusaan aset yang dimiliki atau dikuasai oleh Menteri/ Kepala Lembaga/ Kepala Daerah kepada Badan Usaha untuk pelaksanaan Proyek Kerjasama, dalam Perjanjian Kerjasama harus diatur:
a. tujuan penggunaan aset dan larangan untuk mempergunakan aset untuk tujuan selain yang telah disepakati;
b. tanggung jawab pengoperasian dan pemeliharaan termasuk pembayaran pajak dan kewajiban lain yang timbul akibat penggunaan aset;
c. hak dan kewajiban pihak yang menguasai aset untuk mengawasi dan memelihara kinerja aset selama digunakan;
d. larangan bagi Badan Usaha untuk mengagunkan aset sebagai jaminan kepada pihak ketiga;
e. tata cara penyerahan dan/ atau pengembalian aset.

(2) Dalam hal Perjanjian Kerjasama mengatur penyerahan penguasaan aset yang diadakan oleh Badan Usaha selama jangka waktu perjanjian, Perjanjian Kerjasama harus mengatur:
a. kondisi aset yang akan dialihkan;
b. tata cara pengalihan aset;
c. status aset yang bebas dari segala jaminan kebendaan atau pembebanan dalam bentuk apapun pada saat aset diserahkan kepada Menteri/ Kepala Lembaga/ Kepala Daerah;
d. status...

PRESIDEN
REPUBLIK INDONESIA

-14-

d. status aset yang bebas dari tuntutan pihak ketiga;
e. pembebasan Menteri/ Kepala Lembaga/ Kepala Daerah dari segala tuntutan yang timbul setelah penyerahan aset;
f. kompensasi kepada Badan Usaha yang melepaskan aset.

Pasal 26

Dalam kaitannya dengan penggunaan Hak Kekayaan Intelektual, Perjanjian Kerjasama harus memuat jaminan dari Badan Usaha bahwa :

a. Hak Kekayaan Intelektual yang digunakan sepenuhnya terbebas dari segala bentuk pelanggaran hukum;
b. Menteri/ Kepala Lembaga/ Kepala Daerah akan dibebaskan dari segala gugatan atau tuntutan dari pihak ketiga manapun yang berkaitan dengan penggunaan Hak Kekayaan Intelektual dalam Penyediaan Infrastruktur;
c. Sementara penyelesaian perkara sedang berjalan karena adanya gugatan atau tuntutan sebagaimana dimaksud pada huruf b maka:

1). kelangsungan Penyediaan Infrastruktur tetap dapat dilaksanakan;
2). mengusahakan lisensi sehingga penggunaan Hak Kekayaan Intelektual tetap dapat berlangsung.


BAB IX

PENYEDIAAN INFRASTRUKTUR BERDASARKAN
IZIN PENGUSAHAAN

Pasal 27

Pengadaan Badan Usaha dalam Penyediaan Infrastruktur berdasarkan izin Pengusahaan dilakukan melalui lelang izin (auction).


Pasal 28...
PRESIDEN
REPUBLIK INDONESIA

-15-

Pasal 28

Tata cara lelang izin sebagaimana dimaksud Pasal 27, diatur lebih lanjut oleh Menteri/ Kepala Lembaga/ Kepala Daerah, dengan menerapkan prinsip sebagaimana dimaksud dalam Pasal 6.

BAB X

KETENTUAN PERALIHAN

Pasal 29

Dengan berlakunya Peraturan Presiden ini :

1. Perjanjian Kerjasama yang telah ditandatangani sebelum berlakunya Peraturan Presiden ini tetap berlaku;
2. Proses pengadaan yang telah dilakukan dan ditetapkan pemenangnya berdasarkan Keputusan Presiden Nomor 7 Tahun 1998 tentang Kerjasama Pemerintah dan Badan Usaha Swasta Dalam Pembangunan dan/ atau Pengelolaan Infrastruktur, namun Perjanjian Kerjasama belum ditandatangani, maka Perjanjian Kerjasama dibuat sesuai dengan Peraturan Presiden ini;
3. Perjanjian Kerjasama yang telah ditandatangani berdasarkan Keputusan Presiden Nomor 7 Tahun 1998 tentang Kerjasama Pemerintah dan Badan Usaha Swasta Dalam Pembangunan dan/ atau Pengelolaan Infrastruktur, namun belum tercapai pemenuhan pembiayaan , maka ketentuan kewajiban pemenuhan pembiayaan dilaksanakan sesuai dengan ketentuan Pasal 24 Peraturan Presiden ini.


BAB XI

PENUTUP

Pasal 30
Pada saat...

PRESIDEN
REPUBLIK INDONESIA

-16-

Pada saat Peraturan Presiden ini mulai berlaku, maka Keputusan Presiden Nomor 7 Tahun 1998 tentang Kerjasama Pemerintah dan Badan Usaha Swasta Dalam Pembangunan dan/ atau Pengelolaan Infrastruktur, dicabut dan dinyatakan tidak berlaku.

Pasal 31

Peraturan Presiden ini mulai berlaku pada tanggal ditetapkan.



Ditetapkan di Jakarta
pada tanggal 9 November 2005
PRESIDEN REPUBLIK INDONESIA,

ttd.

DR. H. SUSILO BAMBANG YUDHOYONO





LAMPIRAN :
PERATURAN PRESIDEN REPUBLIK INDONESIA
NOMOR : 67 TAHUN 2005
TANGGAL : 9 NOVEMBER 2005


TATA CARA PENGADAAN BADAN USAHA
DALAM RANGKA PERJANJIAN KERJASAMA

A. Perencanaan Pengadaan
1. Menteri/Ketua Lembaga/ Kepala Daerah membentuk Panitia Pengadaan;

2. Anggota Panitia Pengadaan terdiri dari unsur-unsur yang memahami :
a. tata cara pengadaan;
b. substansi pekerjaan/kegiatan yang bersangkutan;
c. hukum perjanjian;
d. aspek teknis;
e. aspek keuangan;

3. Jadwal pelaksanaan pengadaan: penyusunan jadwal pelaksanaan pengadaan harus memberikan alokasi waktu yang cukup untuk semua tahapan proses pengadaan.

4. Harga Perhitungan Sendiri (HPS) harus dilakukan dengan cermat.

5. Dokumen pelelangan umum paling kurang memuat:
a. undangan kepada para peserta lelang;
b. instruksi kepada peserta lelang yang paling kurang memuat:
1) umum : lingkup pekerjaan, sumber dana, persyaratan dan kualifikasi peserta lelang, jumlah dokumen penawaran yang disampaikan, dan peninjauan lokasi kerja;
2) isi dokumen pelelangan umum, penjelasan isi dokumen pelelangan umum, dan perubahan isi dokumen pelelangan umum;
3) persyaratan bahasa yang digunakan dalam penawaran, penulisan harga penawaran, mata uang penawaran dan cara pembayaran, masa berlaku penawaran, surat jaminan penawaran, usulan penawaran alternatif oleh peserta lelang, bentuk penawaran dan penandatanganan surat penawaran;
4) cara penyampulan dan penandaan sampul penawaran, batas akhir waktu penyampaian, perlakuan terhadap penawaran yang terlambat, serta larangan untuk perubahan dan penarikan penawaran yang telah masuk;

5) prosedur…
-2-

5) prosedur pembukaan peawaran, kerahasiaan dan larangan, klarifikasi dokumen penawaran, pemeriksaan kelengkapan dokumen penawaran, koreksi aritmatik, konversi ke dalam mata uang tunggal, sistem evaluasi penawaran meliputi kriteria, formulasi, dan tata cara evaluasi, serta penilaian preferensi harga;
c. rancangan perjanjian kerjasama;
d. daftar kuantitas dan harga;
e. spesifikasi teknis dan gambar;
f. bentuk surat penawaran;
g. bentuk kerjasama;
h. bentuk surat jaminan penawaran;
i. bentuk surat jaminan pelaksanaan;
j. dalam dokumen pelelangan umum harus dijelaskan metode penyampaian dokumen penawaran.

B. Pelaksanaan Pengadaan:
1. Pengumuman dan Pendaftaran Peserta
a. panitia Pengadaan harus mengumumkan secara luas tentang adanya pelelangan umum;
b. isi pengumuman paling kurang memuat: nama dan alamat Menteri/Ketua Lembaga/Kepala Daerah yang akan mengadakan pelelangan umum, uraian singkat mengenai pekerjaan yang akan dilaksanakan, perkiraan nilai pekerjaan, syarat-syarat peserta lelang, tempat, tanggal, hari, dan waktu untuk mengambil dokumen pelelangan umum;
c. agar pengumuman sebagaimana dimaksud pada huruf a dapat mencapai sasaran secara luas, efisien, dan tepat sesuai dengan jangkauan masyarakat dan pengusaha yang dituju, maka pengumuman diatur sebagai berikut : pengumuman lelang/prakualifikasi menggunakan surat kabar dan siaran radio pemerintah daerah/swasta yang mempunyai jangkauan pembaca dan pendengar nasional/international.

2. Prakualifikasi, mencakup penilaian terhadap:
a. surat izin usaha pada bidang usahanya;
b. kewenangan untuk menandatangani kontrak secara hukum;
c. status hukum perusahaan, dalam arti perusahaan tidak dalam pengawasan pengadilan, tidak bangkrut, kegiatan usahanya tidak sedang dihentikan, dan/atau tidak sedang menjalani sanksi pidana;
d. pengalaman dalam Proyek Kerjasama Penyediaan Infrastruktur sejenis;
e. kemampuan menyediakan fasilitas dan peralatan serta personil;
f. surat dukungan keuangan dari bank; dan
g. ketersediaan…
-3-

g. ketersediaan peralatan khusus, tenaga ahli spesialis yang diperlukan, atau pengalaman tertentu, untuk pekerjaan khusus/spesifik/teknologi tinggi.

3. Tata Cara Prakualifikasi:
a. pengumuman prakualifikasi untuk pelelangan umum;
b. pendaftaran dan pengambilan dokumen prakualifikasi;
c. penyampaian dokumen prakualifikasi oleh peserta lelang;
d. evaluasi dokumen prakualifikasi;
e. penetapan daftar peserta lelang yang lulus prakualifikasi oleh Panitia Pengadaan;
f. pengesahan hasil prakualifikasi oleh Panitia Pengadaan;
g. pengumuman hasil prakualifikasi;
h. pengajuan keberatan oleh peserta lelang yang tidak lulus prakualifikasi kepada Menteri/Ketua Lembaga/Kepala Daerah, apabila ada;
i. penelitian dan tindak lanjut atas sanggahan terhadap hasil prakualifikasi;
j. evaluasi ulang oleh Panitia Pengadaan apabila sanggahan/keberatan penyedia barang/jasa terbukti benar dan pengumuman hasil evaluasi ulang.

4. Penyusunan Daftar Peserta, Penyampaian Undangan dan Pengambilan Dokumen Pelelangan Umum
a. daftar peserta lelang yang akan diundang harus disahkan oleh Menteri/Ketua Lembaga/Kepala Daerah;
b. apabila peserta lelang yang lulus prakualifikasi kurang dari 3 (tiga) maka dilakukan pengumuman dan proses prakualifikasi ulang dengan mengundang peserta lelang yang baru;
c. apabila setelah pengumuman lelang/prakualifikasi diulang, ternyata tidak ada tambahan calon peserta lelang yang baru atau keseluruhan peserta lelang masih kurang dari 3 (tiga) peserta, maka Panitia Pengadaan melanjutkan proses pelelangan umum;
d. semua calon peserta lelang yang tercatat dalam daftar peserta lelang harus diundang untuk mengambil dokumen pelelangan umum;
e. peserta lelang yang diundang berhak mengambil dokumen pelelangan umum dari Panitia Pengadaan.

5. Penjelasan Lelang (Aanwijzing)
a. penjelasan lelang dilakukan di tempat dan pada waktu yang ditentukan, dihadiri oleh para peserta lelang yang terdaftar dalam daftar peserta lelang;
b. ketidakhadiran peserta lelang pada saat penjelasan lelang tidak dapat dijadikan dasar untuk menolak/menggugurkan penawaran;

c. dalam…
-4-
c. dalam acara penjelasan pelelangan umum, harus dijelaskan kepada peserta mengenai:
1) metode pelelangan;
2) cara penyampaian penawaran;
3) dokumen yang harus dilampirkan dalam dokumen penawaran;
4) acara pembukaan dokumen penawaran;
5) metode evaluasi;
6) hal-hal yang menggugurkan penawaran;
7) bentuk perjanjian kerjasama;
8) ketentuan dan cara evaluasi berkenaan dengan preferensi harga atas penggunaan produksi dalam negeri;
9) besaran, masa berlaku dan pihak yang dapat mengeluarkan jaminan penawaran.
d. apabila dipandang perlu, Panitia Pengadaan dapat memberikan penjelasan lanjutan dengan cara melakukan peninjauan lapangan;
e. pemberian penjelasan mengenai pasal-pasal dokumen pelelangan umum yang berupa pertanyaan dari peserta dan jawaban dari Panitian Pengadaan serta keterangan lain termasuk perubahannya dan peninjauan lapangan, harus dituangkan dalam Berita Acara Penjelasan (BAP) yang ditandatangani oleh Panitia Pengadaan dan minimal 1 (satu) wakil dari peserta yang hadir, dan merupakan bagian yang tidak terpisahkan dari dokumen pelelangan umum;
f. apabila dalam BAP sebagaimana dimaksud pada huruf e terdapat hal-hal/ketentuan baru atau perubahan penting yang perlu ditampung, maka Panitia Pengadaan harus menuangkan ke dalam adendum dokumen pelelangan umum.
6. Penyampaian dan Pembukaan Dokumen Penawaran
a. metode penyampaian dan cara pembukaan dokumen penawaran harus mengikuti ketentuan yang dipersyaratkan dalam dokumen pelelangan umum;
b. metode penyampaian dokumen penawaran yang akan digunakan harus dijelaskan pada waktu acara pemberian penjelasan;
c. Panitia Pengadaan mencatat waktu, tanggal dan tempat penerimaan dokumen penawaran yang diterima melalui pos pada sampul luar penawaran dan memasukkan ke dalam kotak/tempat pelelangan;
d. pada akhir batas waktu penyampaian dokumen penawaran, Panitia Pengadaan membuka rapat pembukaan dokumen penawaran, menyatakan dihadapan para peserta lelang bahwa saat pemasukan dokumen penawaran telah ditutup sesuai waktunya, menolak dokumen penawaran yang terlambat dan/atau tambahan dokumen penawaran, kemudian membuka dokumen penawaran yang masuk;
e. bagi penawaran...
-5-

e. bagi penawaran yang disampaikan melalui pos dan diterima terlambat, Panitia Pengadaan membuka sampul luar dokumen penawaran untuk mengetahui alamat peserta lelang dan memberitahukan kepada peserta lelang yang bersangkutan untuk mengambil kembali seluruh dokumen penawaran. Pengembalian dokumen penawaran disertai dengan bukti serah terima;
f. tidak diperkenankan mengubah waktu penutupan penyampaian penawaran untuk hal-hal yang tidak penting. Dalam hal dilakukan perubahan waktu penutupan penyampaian penawaran maka perubahan tersebut harus dituangkan di dalam adendum dokumen pelelangan umum dan disampaikan pada seluruh peserta lelang;
g. pembukaan dokumen penawaran:
1) Panitia pengadaan meminta kesediaan sekurang-kurangnya 2 (dua) wakil dari peserta lelang yang hadir sebagai saksi. Apabila tidak terdapat saksi dari peserta lelang yang hadir, Panitia Pengadaan menunda pembukaan kotak/tempat pemasukan dokumen penawaran sampai dengan waktu tertentu yang telah ditentukan Panitia Pengadaan. Setelah sampai pada batas waktu yang ditentukan, wakil peserta lelang tetap tidak ada yang hadir, acara pembukaan kotak/tempat pemasukan dokumen penawaran dilakukan dengan disaksikan oleh 2 (dua) orang saksi di luar Panitia Pengadaan yang ditunjuk secara tertulis oleh Panitia Pengadaan;
2) Panitia Pengadaan meneliti isi kotak/tempat pemasukan dokumen penawaran dan menghitung jumlah sampul penawaran yang masuk (tidak dihitung surat pengunduran diri) dan apabila penawaran yang masuk kurang dari 3 (tiga) peserta, pelelangan umum tidak dapat dilanjutkan dan harus diulang, kemudian mengumumkan kembali dengan mengundang calon peserta lelang yang baru;
3) Pembukaan dokumen penawaran untuk setiap sistem dilakukan sebagai berikut:
a) Panitia Pengadaan membuka kotak dan sampul I dihadapan peserta lelang.
b) Sampul I yang berisi data administrasi dan teknis dibuka, dan dijadikan lampiran berita acara pembukaan dokumen penawaran sampul I.
c) Sampul II yang berisi data harga disampaikan kemudian oleh peserta lelang dalam hal telah dinyatakan lulus persyaratan teknis dan administrasi.


4) Panitia Pengadaan...
-6-

4) Panitia Pengadaan memeriksa, menunjukkan dan membacakan di hadapan para peserta lelang mengenai kelengkapan dokumen penawaran, yang terdiri atas:
a) surat penawaran yang di dalamnya tercantum masa berlaku penawaran tetapi tidak tercantum harga penawaran;
b) jaminan penawaran asli;
c) dokumen penawaran teknis dan dokumen pendukung lainnya yang diisyaratkan dalam dokumen pelelangan umum.
5) Panitia Pengadaan tidak boleh menggugurkan penawaran pada waktu pembukaan penawaran kecuali untuk penawaran yang terlambat memasukkan/menyampaikan penawarannya;
6) Panitia Pengadaan segera membuat berita acara pembuakaan dokumen penawaran terhadap semua penawaran yang masuk;
7) Setelah dibacakan dengan jelas, berita acara ditandatangani oleh anggota Panitia Pengadaan yang hadir dan 2 (dua) orang wakil peserta lelang yang sah yang ditunjuk oleh para peserta lelang yang hadir;
8) Dalam hal terjadi penundaan waktu pembukaan penawaran, maka penyebab penundaan tersebut harus dimuat dengan jelas di dalam berita acara pembukaaan penawaran (BAPP);
9) BAPP dibagikan kepada wakil peserta lelang yang hadir tanpa dilampiri dokumen penawaran.

7. Evaluasi Penawaran dilakukan sesuai dengan ketentuan yang telah diatur dalam dokumen pelelangan.

8. Pembuatan Berita Acara Hasil Pelelangan
a. Panitia Pengadaan membuat kesimpulan dari hasil evaluasi yang dituangkan dalam berita acara hasil pelelangan (BAHP). BAHP memuat hasil pelaksanaan pelelangan, termasuk cara penilaian, rumus-rumus yang digunakan, sampai dengan penetapan urutan pemenangnya berupa daftar peserta lelang. BAHP ditandatangani oleh ketua dan semua anggota Panitia Pengadaan atau sekurang-kurangnya dua pertiga dari jumlah anggota Panitia;
b. BAHP bersifat rahasia sampai dengan saat penandatanganan kontrak;
c. BAHP harus memuat hal-hal sebagai berikut:
1) Nama semua peserta lelang dan harga penawaran dan/atau harga penawaran terkoreksi, dari masing-masing peserta lelang;
2) Metode evaluasi yang digunakan;
3) Rumus yang dipergunakan;

4) Keterangan…
-7-

4) Keterangan-keterangan lain yang dianggap perlu mengenai hal ikhwal pelaksanaan pelelangan;
5) Tanggal dibuatnya berita acara serta jumlah peserta lelang yang lulus dan tidak lulus pada setiap tahapan evaluasi;
6) Penetapan urutan dari 1 (satu) calon pemenang dan 2 (dua) cadangan. Apabila tidak ada penawaran yang memenuhi syarat, BAHP harus mencantumkan pernyataan bahwa pelelangan umum dinyatakan gagal, dan harus segera dilakukan pelelangan ulang. Apabila peserta lelang yang memenuhi syarat kurang dari 3 (tiga), maka peserta lelang tersebut dapat diusulkan sebagai calon pemenang lelang.

9. Penetapan Pemenang Lelang
a. Panitia Pengadaan menetapkan calon pemenang lelang berdasarkan hasil evaluasi;
b. Panitia Pengadaan membuat dan menyampaikan laporan kepada Menteri/Ketua Lembaga/Kepala Daerah untuk menetapkan pemenang lelang. Laporan tersebut disertai usulan calon pemenang dan penjelasan atau keterangan lain yang dianggap perlu sebagai bahan pertimbangan untuk mengambil keputusan.
c. Menteri/Ketua Lembaga/Kepala Daerah menetapkan pemenang lelang berdasarkan usulan dari Panitia Lelang.
d. Data pendukung yang diperlukan untuk menetapkan pemenang lelang adalah:
1) Dokumen pelelangan umum, beserta adendum (bila ada);
2) Berita Acara Pembukaan Penawaran (BAPP);
3) Berita Acara Hasil Pelelangan (BAHP);
4) Ringkasan proses pelelangan dan hasil pelelangan;
5) Dokumen penawaran dari calon pemenang lelang dan cadangan calon pemenang yang telah diparaf Panitia Pengadaan dan 2 (dua) wakil peserta lelang;
6) Apabila terjadi keterlambatan dalam menetapkan pemenang lelang dan mengakibatkan penawaran/jaminan penawaran habis masa berlakunya, maka dilakukan konfirmasi kepada seluruh peserta lelang untuk memperpanjang surat penawaran dan jaminan penawaran. Calon pemenang lelang dapat mengundurkan diri tanpa dikenakan sanksi.




10. Pengumuman…

-8-

10. Pengumuman Pemenang Lelang Pemenang lelang diumumkan dan diberitahukan oleh Panitia Pengadaan kepada para peserta selambat-lambatnya 2 (dua) hari kerja setelah diterimanya surat penetapan pemenang lelang dari Menteri/Kepala Lembaga/Kepala Daerah.

11. Sanggahan Peserta Lelang
a. Kepada peserta lelang yang berkeberatan atas penetapan pemenang lelang diberikan kesempatan untuk mengajukan sanggahan secara tertulis, selambat-lambatnya dalam jangka waktu yang memadai.
b. Sanggahan disampaikan kepada Menteri/kepala Lembaga/Kepala Daerah, disertai bukti-bukti terjadinya penyimpangan.
c. Sanggahan diajukan oleh peserta lelang baik secara sendiri-sendiri maupun bersama dengan peserta lelang lain.

12. Penerbitan Surat Penetapan Pemenang Lelang
a. Menteri/Ketua Lembaga/Kepala Daerah menerbitkan Surat Penetapan Pemenang Lelang sebagai pelaksana Proyek Kerjasama, dengan ketentuan:
1) Tidak ada sanggahan dari peserta lelang; atau

2) Sanggahan yang diterima pejabat yang berwenang menetapkan dalam masa sanggat ternyata tidak benar, atau sanggahan diterima melewati waktu masa sanggah.

b. Peserta lelang yang ditetapkan sebagai pemenang wajib menerima keputusan tersebut. Apabila yang bersangkutan mengundurkan diri dan masa penawarannya masih berlaku maka pengunduran diri tersebut hanya dapat dilakukan berdasarkan alasan yang dapat diterima secara obyektif oleh Menteri/Ketua Lembaga/Kepala Daerah, dengan ketentuan bahwa jaminan penawaran peserta lelang menjadi barang milik negara.

c. Terhadap pemenang mengundurkan diri dengan alasan yang tidak dapat diterima dan masa penawarannya masih berlaku, di samping jaminan penawaran yang bersangkutan menjadi barang milik Negara, pemenang tersebut juga dikenakan sanksi berupa larangan untuk mengikuti kegiatan pelelangan umum untuk Proyek Kerjasama selama 2 (dua) tahun.

d. Apabila pemenang lelang urutan pertama yang ditetapkan sebagai pemenang mengundurkan diri, maka penetapan dapat dilakukan kepada calon pemenang lelang urutan kedua (jika ada), dengan ketentuan :

1). Penetapan...
-9-

1) Penetapan pemenang lelang urutan kedua tersebut harus terlebih dahulu mendapat penetapan Menteri/Kepala Lembaga/ Kepala Daerah;

2) Masa penawaran calon pemenang lelang urutan kedua masih berlaku atau sudah diperpanjang masa berlakunya.

e. Apabila calon pemenang lelang urutan kedua juga mengundurkan diri, maka penetapan pemenang dapat dilakukan kepada calon pemenang urutan ketiga (jika ada) dengan ketentuan :

1) Penetapan pemenang lelang tersebut harus terlebih dahulu mendapat penetapan Menteri/ Kepala Lembaga/ Kepala Daerah ;

2) Masa berlakunya penawaran calon pemenang lelang urutan ketiga masih berlaku atau sudah diperpanjang ;

3) Jaminan penawaran dari pemenang lelang urutan kedua menjadi barang milik negara;

4) Bila calon pemenang kedua mengundurkan diri, dengan alasan yang tidak dapat diterima, dikenakan sanksi sebagaimana tersebut pada butir 12 c di atas.

f. Apabila calon pemenang ketiga mengundurkan diri, dengan alasan yang dapat diterima, maka dikenakan sansksi sebagaimana tersebut padaa butir 12 c diatas. Kemudian Panitia Pengadaan melakukan pelelangan ulang, dengan ketentuan bahwa jaminan penawaran dari calon pemenang lelang urutan ketiga menjadi barang milik Negara.

g. Surat Penetapan Pemenang harus dibuat paling lambat 5 (lima) hari kerja setelah pengumuman penetapan pemenang lelang dan segara disampaikan kepada pemenang lelang.

h. Salah satu tembusan dari Surat Penetapan Pemenang Lelang disampaikan (tanpa lampiran perjanjian/kontrak) sekurang-kurangnya kepada unit pengawasan internal.

13. Pelelangan Ulang
Pelelangan Ulang dilakukan berdasarkan pertimbangan :

a. penawaran...
-10-

a. penawaran yang diajukan tidak memenuhi persyaratan yang ada di dalam dokumen pelelangan;
b. hanya terdapat kurang dari 3 (tiga) penawaran yang memenuhi persyaratan yang ada di dalam dokumen pelelangan.


PRESIDEN REPUBLIK INDONESIA

ttd.

DR. H. SUSILO BAMBANG YUDHOYONO