pt nusantara tunnel indonesia™challenges ferry system crossing the sunda strait travelling time:...
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PT Nusantara Tunnel Indonesia™Integrated Infrastructure Development
LEGAL NOTICE
All ideas, concepts, and notions in this document are protected by law.None of the aforementioned in the broadest sense can be reproduced,developed, or implemented in any form or by any means without prior
written permission from PT Propenta Persisten Indonesia.
PT NUSANTARA TUNNEL INDONESIA(NUSTI)
www.nusantaratunnel.co.id
PT NUSANTARA TUNNEL INDONESIA(NUSTI)
www.nusantaratunnel.co.id
President & CFO: Sindur P. Mangkoesoebroto, Ph.D.(Finance, Bussines Development, Investment)
Chairman of the Board: DR. Felix O. Soebagjo, SH, LLM(Legal Affair, Long-term Strategy)
Member of the Board: DR. Ir. Komang Bagiasna(Director of Technology)
President & CFO: Sindur P. Mangkoesoebroto, Ph.D.(Finance, Bussines Development, Investment)
Chairman of the Board: DR. Felix O. Soebagjo, SH, LLM(Legal Affair, Long-term Strategy)
Member of the Board: DR. Ir. Komang Bagiasna(Director of Technology)
CHALLENGES
Ferry system crossing the Sunda Strait
Travelling time: min. 2.5 hours over 25 km distance (can take more than 24 hours including waiting time in some cases)
Subject to weather condition
Bottle neck; especially in peak season (13 million passengers & 2 million cars, 1999)
Soon will be physically unmanageable
Need better alternative
Facts about existing transportation systembetween Java -Sumatera
ALTERNATIVES of LINKAGE INFRASTRUCTURE BETWEEN JAVA - SUMATERA
Immersed Tunnel(Catenary reinforced concrete pipe)investment: US$ 700 million ⇒ reliability of this system need be questioned
Suspension bridgeself-weight to payload ratio: 30investment: US$ 7.4 - 24 billion ⇒ high capital investment
Underground tunnelinvestment: US$ 3 - 4 billion⇒ reliability is field proven: Seikan Tunnel,
Dover Strait Tunnel
TECHNICAL/ FINANCIAL PROBLEMS
COMPARISON
Suspension Bridge Catenary Pipe
The Nusantara Tunnel
US$ 7.4 ∼ 24 billion(w/o railway)
US$ 0.7 billion US$ 1.5 ~ 2 billionCost Estimate
Description
Construction
Operation Cost
Life Time
10 ∼ 15 years 10 ∼ 15 years 8 ~ 10 years
Low Higher Higher
Long with maintenance Virtual infinite lifetime
Wind Excitation Sensitive NA NA
Maintenance Cost Significant & continuous Potential Problem Almost free
Structural stiffness Flexible: sens. to vibration Rigid: almost no vibration
Uncertain
Flexible: sens. to vibration
Fatigue Fatigue problems Fatigue problems No fatigue problems
Navigation Unpreferable for SomeMilitary Vessels
NAPotential Problem
from Ship’s Anchors
OUR CONCEPT
Lower capital investment for a reliable systemUNDERGROUND TUNNEL
More stakeholders to participateMULTI PURPOSE underground tunnel
Tunnel linkage integrated with a regional development plan
CRITERIA
CAPEX
BENEFIT
RISK (TECHICAL / NATURAL)
MOR
CRITERIA
CAPEX
BENEFIT
RISK (TECHICAL / NATURAL)
MOR
WHY TUNNEL ?WHY TUNNEL ?
Most suitable mode for mass rapid transportationELECTRIC CAR TRAIN(this system performs well in Seikan & Dover Strait Tunnels)
Multi purpose tunnel Electric car train for passengers, vehicles, & containers
Oil & gas pipelines
Coal slurry pipeline
Extra high power transmission lines
Telecommunication lines
TECHNICAL CONCEPTSOF THE NUSANTARA TUNNELTM
TECHNICAL DATAOF THE NUSANTARA TUNNELTM
Single / Double track
Total length: 32.88 km
Undersea portion: 26. 3 km
Underground portion:2.06 km (in Lampung) and 1.5 km (in Banten) = 3.56 km
Depth: 40 m below seabed
Inclination: maximum 2%
Cross section: 50 m2 / 87 m2
Minimum radius of horizontal alignment: 3,000 meters
REGIONAL DEVELOPMENT CONCEPT
Considering the existing setting of land use and operational facilities
Generate the economy in Java & Sumatera to level never imagined previously
In the long run, to be an integrated part of an uninterrupted railway system from Beijing in the north to Bali in the south
OPERATION of TERMINAL
OPERATION SCHEME
IN BANTEN AND LAMPUNG TERMINALS
N
TRAIN TRACK TO DEPOT
228.5 m
77 m
150
m
50
m
30
m
77 m
440 m 77 m 55 m 39 m
28.8 m
100 m 440 m 1320 m
3310 m
1258 m
END OF TUNNEL
TUNNEL 1
TUNNEL 2
LINE OF
QUEUING FOR
VEHICLESLOADING AND UNLOADING
TERMINAL
EXIT
1
2
4
5
PASSENGER TERMINAL
150 m
100
m
440 m144 m
6 m
58 m 25 m 5 m
TRUCK / TRUCK ¾
TRAILER AND TRUCK COMBINATION
WAGON FOR DRIVERS
BUS
1
2
3
4
5
CARS
TRUCK / TRUCK ¾
TRAILER AND TRUCK COMBINATION
WAGON FOR DRIVERS
BUS
1
2
3
4
5
CARS
17
.51
7.5
17
.51
7.5
17
.51
7.5
17
.51
7.5
228.5 m
1
2
4
5
CAPACITY OF THE NUSANTARA TUNNELTM
(SINGLE TRACK)
Standard operation6,000 pcu per day ⇒ 30,000 passengers per day or10.8 million passengers per year
Maximum operation12,500 pcu per day ⇒ 62,500 passengers per day or22.5 million passengers per year
Special operation15,500 pcu per day ⇒ 77,500 passengers per day or30 million passengers per year
FINANCIAL ANALYSIS
Capital investment: US$ 1.5~2 billion / US$ 3~4 billion
Maintenance and operation cost: US$ 4 million pa /US$ 8 million pa
Toll fee: US$ 20 per pcu
Pay back period: 35 years
Existing Ferry System The Nusantara Tunnel
Toll Fee
Loading/
Unloading Time
Waiting Time
Travelling Time
US$ 8.5 (car + 5 passenger)
60 minutes
60 minutes ∼ 24 hours
120 minutes
US$ 20 (car + 5 passenger)
30 minutes
60 minutes / 30 minutes
30 minutes
Transportation mode
Roll-on-roll-off ships(No Train nor 40-ft Container)
Roll-on-roll-off Electric car train
Capacity 13 million passengers
2 million cars (in 1999)
30 million passengers / 60 million passengers
Description
General Comparisonbetween Existing Ferry Systemand The Nusantara Tunnel
