PROJECT DIGEST

Project Title
Basic Policy
Sector
Sub-sector
Program
Locations
Duration
Main Executing Agency

I.
1.

: Railway Double Tracking of Semarang Gambringan

Surabaya on Java North Line
: Infrastructure Improvement to Support Business
Development of Railways
: Transportation
: Railway Transportation
: Railway Development
: Central Java, East Java
: 36 months (excluding warranty period)
: Directorate General of Railways (DGR)

Background and Necessity of the Project

Background
The management structure of the Indonesian railway organization changed in 1999
when the administrative rights were transferred from the government to the national
railway corporation PT. Kereta Api (Persero). The infrastructure (railway tracks,
bridges, signaling systems, etc.) is still owned by the government, but other
facilities and operational equipment (station buildings, rolling stock, etc.) are now
assets of PT. KA.
The Indonesian transportation sector has become increasingly competitive and PT.
KA recently established a business improvement plan focusing on the islands of
Java and Sumatra. This plan includes the following objectives:

Within five years, the freight transport volume on the islands will be increased
by 230% from the present level.
As agreed to in a memorandum between PT. KA and the Port Authority of
Surabaya, 1,000 TEUs (twenty-foot equivalent units) of containers will be
transported from Surabaya to Jakarta every day.
1

PT. KA intends to purchase 150 locomotives and 2,400 wagons for hauling
freight on both islands.

The Feasibility Study on Business Development of Railway Transportation for PT.

Kereta Api (Persero) made by PT. PricewaterhouseCoopers Corp. FAS and Japan
Transportation Consultants Inc. in September 2010 concluded that:

The procurement of 100 locomotives and 1,810 wagons is required for Java
Island.
Although PT. KA estimates that freight transport by train between Surabaya and
Jakarta on Java North Line will amount to 1,000 TEUs, the line still consists of
only a single track with many potential bottlenecks especially on the
Pekalongan, Semarang, Gambringan and Surabaya sections.

Consequently, the sections between Pekalongan, Semarang, Gambringan and

Surabaya require double tracking. The Directorate General of Railways (DGR) hasa
program for the double tracking of these sections that was to be covered by the
Indonesian governments (GOI) budget. However, budgetary constraints mean that
the GOI will have to reduce its infrastructure budget for the construction of railway
double tracking on Java. At present, double tracking of the Pekalongan Semarang
section is at the detailed design stage, but work on the Semarang Surabaya section
has not yet started.
Securing a JICA loan for the double tracking of the SemarangSurabaya section is
highly recommended as it would considerably speed up the implementation of the
project.

2.

Necessity of the Project

1. At present, the daily train frequency on the Semarang Gambringan and
Gambringan Surabaya sections is 40 and 30 trains respectively. Under the new
freight transport program that is to be implemented between 2012 and 2015, the
number of freight trains is expected to increase by an average of 34 per day.
This significant increase is caused by the addition of 20 container trains
between Kalimas and Pasoso, 6 bulk freight trains between Cigudeg and
Kalimas, as well as 4 palm oil trains and 4 Cement Gresik trains between Indro
and Madiun/Lempuyangan (see Figure 1, Train Operation for New Freight
Transport in Java North Line).
2

However, as the current average line capacity on the Semarang Gambringan

and Gambringan Surabaya sections is only 55 and 52 trains per day
respectively, the line capacity will be exceeded in the near future.
Considering the limits imposed by the current line capacity as well as the
expected increase in daily train frequency, double tracking of the Semarang
Gambringan Surabaya Pasarturi sections should be undertaken immediately.

II.
1.

Objectives
Summary
The double tracking project aims to:

1)
2)

III.

Increase line capacity on the Semarang Gambringan Surabaya sections

Shorten railway travel time on the Semarang Gambringan Surabaya sections
3) Increase operational safety along Java North Line
4) Construct continuous double tracking on the Cikampek Cirebon Tegal
Semarang Cepu Surabaya sections
5) Support PT. KAs business development program and national economic
development by improving railway transportation

Line Capacity and Train Frequency

1. Line Capacity and Train Frequency between Semarang Cepu and Cepu
Surabaya Pasarturi is shown in Table-1, Table-2, Figure-2 and Figure-3
respectively.

Figure-1Train Operation for New Freight Transportation in Java North Line

Table - 1Line Capacity and Train Frequency

between Semarang - Cepu on Java North Line

Table -2Line Capacity and Train Frequency

between Cepu - Surabaya Pasarturi on Java North Line

Figure-2

Line Capacity and Train Frequency

Between Semarang Tawang and Cepu
6
Java North
Line

 Figure-3

Line Capacity and Train Frequency

Between Cepu and Surabaya Pasarturi
Java North Line

2. As the above tables and figures show, partial double tracking is urgently required
between Semarang and Surabaya due to insufficient line capacity. However, double
7

tracking of the whole line between Semarang and Surabaya is strongly

recommended to ensure safe train operations.
IV.

Scope of Work
The double tracking project of the Semarang Surabaya section includes both
engineering services and construction work.

1.

Engineering Services
Surveys and detailed design
Preparation of tender and contract documents
Construction cost estimation
Tender assistance and evaluation
Construction supervision

2.

Construction Work
Roadbeds
Tracks
Bridges
CTC signaling systems and associated facilities for the second track

3.

Construction Components
The construction work includes the items shown below.

Item
Section length
Permanent way
Track
Main line
Sidings
Turnouts
Bridges
Tunnels

Semarang Gambringa
n
60.309 km
60.309 km

Gambringan
- Cepu
78.798 km
78.798 km

60.309 km
8 km
88 set
74
-

78.798 km
9 km
99 set
75
-

Modification of
8

Cepu
-Babat

Babat
Surabaya

Total

71.660 km
71.660 km

69.200 km
69.200 km

279.97 km
279.97 km

71.660 km
7 km
77 set
62
-

69.200 km
11 km
121 set
57
-

279.97 km
35 km
385 set
268
-

signaling
- CTC
- Station
interlocking

V.

1 set
8 sta

1 set
9 sta

1 set
7 sta

1 set
11 sta

4 sets
35 sta

Implementation Schedule
The implementation schedule is based on past work experience and the expected work
volume of the project. The schedule in Figure V-1 shows all major activities from the
design stage until project completion.

10

Consulting Services

Year/Month

III. Consulting Services

for Supervision

- Signal

5) Warranty Period
- Non-Signal

4) Signaling

3) Bridges

2) Tracks

1) Permanent Way

2. Work Execution:

1. Manufacturing

Construction

2. Tender Assistance

1. Survey & Design

II.

I.

Activity

1st Year

2nd Year

3rd Year

4th Year

5th Year

6th Year

FHO
Signal

Non-Signal

8th Year

FHO

7th Year

Warranty Period

Fig. V-1 : Implementation Schedule for Double Tracking of Semarang - Gambringan - Cepu - Surabaya (282 km)

VI.
1.

Project Costs
Total Cost

Description

USD (1,000)

Total project cost

2.

817,772

Cost Breakdown
Item

3.

USD (1,000)

1) Civil, bridges and tracks

540,855

2) Signaling, telecommunications and CTC/CTS

216,342

3) Engineering services

60,576

Total

817,772

Detailed Quantities

11

(Item : Permanent way)

Item

Unit

Quantity

Procurement
Geotextiles
Gravel

m2
m3

39,735
6,375

Construction
Mobilization/demobilization
Soil stripping
Subgrade preparation
Embankments
Excavation
French drains
Open U-ditches
Level crossings
Approach roads
Land acquisition
Transportation and handling

LS
m2
m2
m3
m3
m
m
m2
m2
m2
LS

1
3,749,000
1,449,000
4,738,000
1,644,000
17,680
22,500
5,280
9,504
490,000
1

(Item : Tracks)
Item
Procurement
Rails
Accessories
Turnouts
Thermite welding
Equipment and tools
PC sleepers and fasteners
Wooden sleepers and fasteners
Ballast
Sand
Construction
Track construction
Turnout installation
Thermite welding
Transportation and handling

Unit

Quantity

ton
sets
sets
pcs
LS
pcs
pcs
m3
m3

32,127
1,983
154
22,013
1
495,882
3,645
684,181
580,000

m
pcs
pcs
LS

297,470
154
22,013
1

(Item : Bridges)
Item

Unit

Procurement
Fabricated structural steel

ton
12

Quantity
5,044

Bolts and nuts

Rebars for RC girders
Structural steel for substructures (temp.
protection)
Rebars for box culverts and substructures
Construction
Erection of steel bridges
Concrete work on RC girders
Erection of RC girders
Earth work
Pile work
Concrete work
Rebars
Structural steel work (temp. protection)
Leveling concrete
Cobblestones
Leases of machinery
Mobilization/demobilization
Miscellaneous work
Transportation and handling

ton
ton
ton

211
1,120
2,522

ton

6,525

ton
m3
LS
m3
m3
m3
ton
ton
m3
m3
LS
LS
LS
LS

5,044
5,095
1
388,965
30,501
43,503
7,645
2,522
1,358
2,710
1
1
1
1

(Item : Signaling facilities)

Item

VII.

Unit

Quantity

Procurement
2 CTC/CTS centers
Station interlocking for 35 stations
Spare parts and test equipment
Level crossing protection

LS
LS
LS
LS

4
35
1
49

Construction
Installation of 2 CTC/CTS centers
Installation of station interlocking
Infrastructure for CTC/CTS centers
Infrastructure for 35 stations
Construction management
Manufacturing preparation and training
Inspection
Level crossing protection
Transportation and handling

LS
LS
LS
LS
LS
LS
LS
LS
LS

4
35
2
35
1
1
1
49
1

Technical Information (Semarang Gambringan Cepu Babat Surabaya)

1.

Existing Conditions:
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1)
2)
3)
4)
5)
6)
7)
8)
9)
10)
2.

Gauge
Soil classification
Topography
Ballast
Sleepers
Fasteners
Rails
Turnouts
Bridges
Signaling systems

:
:
:
:
:
:
:
:
:
:

1,067 mm
Poor quality
Inland, flat
Crushed stone, dimension 3/5
Concrete, iron and wooden
Elastic and rigid
R54/R42
R54/R42, angle 1:12 and 1:10
Concrete/steel
Mechanical

:
:
:
:
:
:
:
:
:

1,067 mm
Minimum 4 meters
Maximum 120 km/h
> 500 m
< 10 00/0
18 ton
> 8%
Sand-gravel (sirtu)
Stone crushed, dimension 2/6
2.5
m3/m
Prestressed concrete, K > 500
Elastic
R54
UIC860 grade 900A,
Thermal continuous welding, 300 m
length
R54 angle 1:12 crossing
10 m: Box culvert
> 10 m: Concrete/steel
Prestressed concrete
Electronic interlocking with interface relay

Design Criteria
1)
2)
3)
4)
5)
6)
7)
8)
9)

VIII.

Gauge
Distance between tracks
Operational speed
Horizontal curve radius (R)
Vertical gradient
Axle load
Sub-grade density (CBR)
Sub-ballast
Ballast

10) Sleepers
11) Fasteners
12) Rails

:
:
:

13) Turnouts
14) Bridges

:
:

15) Tunnels
16) Signaling systems

:
:

Project Benefits
Project Effectiveness
14

Double tracking will have an impact on all social and economic levels both during
construction and after completion of the project:
1) The percentage of local content is very high as almost all materials and products
required for construction (concrete, structural and reinforcing steel, etc.) are
available in the local market.
2) Many existing small and medium-sized firms located adjacent to the project site
may be used in the construction work as subcontractors or suppliers.
3) A large labor force will be employed from around the project site. It is estimated
that it will number in the thousands per day throughout the construction period.
4) Substantial capital investment and disbursement from a secured loan will
generate cash flows which will stimulate the regional economy during the
construction period.
5) More frequent and faster rail services will generate higher traffic volumes which
in turn will have a positive impact on regional economic development as well as
tourism, industrialization and commerce. Such regional development will
ultimately contribute to the revitalization of the national economy.
6) The construction of double tracking has been evaluated as being economic due
to savings in passenger and freight transportation time, energy expenditure as
well as road construction and maintenance costs.
7) Rail is a form of mass transportation known for its safety, punctuality and speed.
Double tracking will increase rail traffic without sacrificing these benefits.
8) Double tracking will increase line capacity, allow the operation of more trains
and increase the volume of economy class and freight traffic, thus improving the
distribution of staple supplies and strategic goods.
9) Modern railways are considered to have a smaller impact on the environment

due to lower energy consumption and reduced air pollution, noise and vibration
levels.

15