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"Kerjasama Pemerintah dengan Swasta dalam pengusahaan jalan tol dalam bentuk Bangun Guna Serah (Bulid Operate Transfer) di Indonesia mulai berkembang sejak lahirnya Undang-Undang Nomor 38 Tahun 2004 tentang Jalan, yang kemudian diikuti dengan lahirnya Peraturan Pemerintah Nomor 15 Tahun 2005 tentang Jalan Tol. Pemisahan antara Regulator dengan Operator Jalan Tol yang diamanatkan dalam kedua peraturan perundang-undangan tersebut dinilai sebagai salah satu langkah maju yang dapat mendorong perkembangan Kerjasama Pemerintah dengan Swasta dalam pengusahaan jalan tol dalam bentuk Bangun Guna Serah (Bulid Operate Transfer) di Indonesia. Selain dalam kedua peraturan perundang-undangan tersebut pengaturan mengenai Kerjasama Pemerintah dengan Swasta sendiri diatur pula dalam peraturan perundang-undangan lainnya, baik yang bersifat umum untuk mengatur Kerjasama Pemerintah dengan Swasta maupun yang terkait dengan perbendaharaan Negara/pengelolaan barang milik Negara. Di dalam peraturan-peraturan perundang-undangan tersebut diatur pula mengenai pengalihan proyek Kerjasama Pemerintah dengan Swasta tersebut di akhir masa konsesi. Penelitian ini akan berusaha menjawab permasalahan yang terkait dengan pengaturanpengaturan Kerjasama Pemerintah dengan Swasta dalam pengusahaan jalan tol dalam bentuk Bangun Guna Serah (Build Operate Transfer) di Indonesia yang diatur dalam berbagai macam peraturan perundang-undangan sebagaimana tersebut di atas, serta permasalahan terkait dengan pengalihan jalan tol tersebut di akhir masa konsesi. Penelitian dilakukan dengan cara menganalisa peraturan-peraturan perundang-undangan yang terkait dengan Kerjasama Pemerintah dengan Swasta tersebut, baik yang bersifat umum, sektoral maupun yang terkait dengan perbendaharaan Negara atau pengelolaan barang milik Negara serta dengan menganalisa Perjanjian Pengusahaan Jalan Tol yang menjadi landasan Kerjasama Pemerintah dengan Swasta dalam pengusahaan jalan tol. Dari hasil penelitian tersebut ditemukan bahwa masih terdapat aturan-aturan yang tidak tersinkronisasi dan terintegrasi satu sama lain dan ditemukan pula adanya inkonsistensi dalam pengaturan serta ketidaklengkapan aturan main dalam PPJT khususnya terkait dengan pengalihan jalan tol di akhir masa konsesi.

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Public Private Partnership in toll road concession in the form of Build Operate Transfer in Indonesia began to grow since the enactment of Law No. 38 of 2004 about Road, which was followed by the establishment of the Government Regulation No. 15 of 2005 about The Toll Road. The separation between the toll road Regulator with the toll road Operator which mandated in the aforementioned legislations is considered as a step forward that can boost the development of the Public Private Partnerships in toll road concession in the form of Build Operate Transfer in Indonesia.

In addition to the aforementioned legislation, the regulation regarding Public Private Partnerships also regulated in other legislation, legislation regarding Public Private Partnerships in general and with regards to the State treasury / management of state property. In those regulations, also regulated the transfer of Public Private Partnership projects at the end of the concession period.

This reaserch will attempt to answer the problems associated with the regulation of Public Private Partnership in toll road concession in the form of Build Operate Transfer in Indonesia which is set in a wide range of legislation, as mentioned above, as well as problems related to transfer of the toll road at the end of the concession period.

The reaserch was conducted by analyzing the rules and regulations related to the Public Private Partnership, both in general, sectoral or in regards to the State treasury / management of state property as well as by analyzing The Toll Road Concession Agreement on which became the basis of Public Private Partnership in toll road concession.

The results of these reaserch found that there are rules that are not synchronized and integrated with one another and also found inconsistencies in the setting and the incompleteness of the rules in The Toll Road Concession Agreement, especially related to the transfer of the toll road at the end of the concession period."

"Disertasi ini mengkaji bagaimana Pemerintah menerapkan konsep model kontrak build operate and transfer (BOT) dalam kerjasama Pemerintah dan Swasta (KPS) yang dituangkan dalam perjanjian pengusahaan jalan tol (PPJT) dibidang infrastruktur jalan tol di Indonesia setelah dikeluarkannya Undang-undang Nomor 38 Tahun 2004 Tentang Jalan (UU No. 38/ 2004) yang menggantikan Undang-undang Nomor 13 Tahun 1980 Tentang Jalan (UU No. 13/ 1980). Data yang diperoleh menunjukkan bahwa total ruas jalan yang terbangun berdasarkan UU No. 38/2004 (2004-2010) sepanjang 131,35 Km yang jauh lebih kecil dibandingkan total ruas jalan yang terbangun berdasarkan UU No. 13/1980 (1978-2004) yaitu sepanjang 610,62 Km. Partisipasi investor swasta juga sangat kecil yaitu hanya 25 % (dua puluh lima persen) sedangkan sisanya 75 % (tujuh puluh lima persen) adalah Jasa Marga sebagai badan usaha milik negara (BUMN).Pemerintah telah melakukan regulasi-regulasi yang mendukung, namun kendala-kendala masih ditemukan seperti: kenaikan harga tanah, status tanah yang dimiliki Pemerintah namun dibiayai investor swasta, pengadaan tanah, kelembagaan dan prosedur badan layanan umum untuk pendanaan tanah, kemampuan investor swasta dalam pendanaan pengadaan tanah, dan adanya ruas jalan tol yang layak secara ekonomi namun belum layak secara finansial. Permasalahan yang mendasar adalah bahwa Pasal 33 ayat (2) UUD 1945 menyatakan bahwa infrastruktur sebagai salah satu cabang-cabang produksi yang penting bagi Negara dan yang menguasai hajat hidup orang banyak dikuasai oleh Negara. Hal ini terlihat dari pola investasinya dimana tanah dibiayai oleh investor swasta, namun dimiliki secara hukum oleh Pemerintah. Secara teoritis pola tersebut mengarahkan infrastruktur jalan tol sebagai public goods, padahal konsep model kontrak BOT secara teoritis merupakan private goods.Disertasi ini mencoba memberikan solusi dengan membuat struktur hukum dimana infrastruktur jalan tol model kontrak BOT tetap sebagai private goods namun tidak melepaskan statusnya sebagai public goods, yaitu dengan memberikan hak penggunaan tanah kepada investor dalam bentuk hak pakai (HP) di atas hak pengelolaan (HPL) dari Kementerian Pekerjaan Umum RI. Dengan diberikannya HP di atas HPL selama masa konsesi private goods dan dapat dialihkan, disewa atau dijadikan jaminan utang dengan hak tanggungan, namun berdimensi publik, karena Pemerintah (Negara) masih menguasai infrastruktur jalan tol tersebut melalui HPL.

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This dissertation examines how the government of Indonesia implements the concept of build operate and transfer (BOT) contract model upon partnership between government and private sector or public private partnership (PPP) of which entered into the toll road concession agreement after the government promulgated Law No. 38 year 2004 concering the Road (Law No. 38/ 2004) as new law which replaced the previous law. Data collected shows that total as built section roads refer to new law only 131,35 Km long compared with previous law which built as 610,62 Km long. Private sector was very small in participation as well with approximately 25 % (twenty five persen) only from which the remain with approximately 75 % (seventy five persen) operated by Jasa Marga as goverment enterprise.

Government had issued the regulations to support its development, but obstacles still exist such as: increasing of land price, land status which owned by government legally but financed by private investor, land acqusition, and there are many toll road sections are economic worthyness but not financial worthyness. However, the basic problem of wich, the article 33 (2) of Indonesian Constitution (UUD 1945) stipulated that infrastructure as one of part of product (goods and services) that is very important for State and dominate the social lives are under authority of State. These could been seen from the pattern of investments where the land acquisition financed by private investor but then owned by the government legally. Theoritically, such patterns bring the toll road infrastructure as public goods whilst the concept of BOT contract model theoritically as private goods.

This dissertation make an attempt to give a solution by making the legal structure where the toll road infrastructure contract model remain as private goods but do not realese the status as public goods, of which by giving to private investor the right of land use (Hak Pakai) upon the management right of land (Hak Pengelolaan) of Kementerian Pekerjaan Umum RI. By giving such the right of land during the concession period to private investor then the toll road infrastructure status could be as private goods, of which could be transferred, rent or could be put as collateral in debt financing (Hak Tanggungan), but with the public dimension, where the Government (State) still have the right of authority through Hak Pengelolaan."

"ABSTRAKPenelitian ini bertujuan untuk menganalisis, sampaisejauh mana suatu kebijakan dapat di-implementasikanmelalui suatu ketentuan peraturan perundangan, dapatsecara efektif dilaksanakan sesuai dengan maksud dantujuannya semula. Sebagaimana amanat dalam Undang-UndangDasar 194 5 yang menyangkut tentang perekonomian, termasukpengelolaan serta pemanfaatannya bagi kepentingan rakyatbanyak, harus dapat dirasakan hasil dan manfaatnya olehsegenap rakyat Indonesia secara menyeluruh danmerata.Penelitian ini menggunakan metode penelitiannormatif dengan cara pengumpulan, pengolahan dan analisisdata yang bersifat deskriptif analisis. Undang-UndangNomor 38 Tahun 2004 Tentang Jalan adalah merupakan salahsatu bentuk ketentuan pelaksanaan kebijakan tentangbagaimana diaturnya pembangunan infrastruktur jalan,khususnya jalan tol yang diharapakan antara lain dapatmenjadikan lebih terbukanya jalur transportasi sekaligusdistribusi,yang diharapkan dapat lebih menggerakkan rodaperekonomian sehingga dapat menciptakan pemerataanpembanguanan dengan hasil-hasilnya, yang pada akhirnyadapat pula meningkatkan pertumbuhan ekonomi untuktercapainya peningkatan taraf hidup rakyat Indonesia demikesejahteraan dan keadilan yang merata pula. Dalamimplementasinya, kebijakan pembangunan infrastrukturjalan khsusnya jalan tol, menghadapi kendala dan hambatanyang tidak mudah. Keberadaan PT Jasa Marga (Pesero) danpembentukan Badan Pengatur jalan Tol (BPJT) tidak sertamerta dapat mempermudah percepatan pembangunan jalan tol.Keikut-sertaan atau partisipasi Badan Usaha Milik Daerah(BUMD) maupun Badan Usaha Milik Swasta pun masihmendapatkan kendala yang cukup besar.Faktor pengadaanlahan dan penentuan tarif tol merupakan faktor yang dapatmenenetukan menarik-tidaknya investasi jalan tol apabiladitinjau dari segi kelayakan bisnisnya. Lambannyapembangunan jalan tol berakibat pada kurang meratanyajalur transportasi dan distribusi, mengakibatkankurangnya pergerakan pemerataan kegiatan perekonomianguna peningkatan pertumbuhan ekonomi di Indonesia.Pemerintah diharapkan dapat melakukan terobosan-terobosanguna menggairahkan sektor investasi penyelenggaraan jalantol.

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ABSTRACTThis research is intended to analyze on how far a policycan be implemented effectively through the provisions ofthe laws and regulations in accordance with its initialobjectives and purposes. As instructed in the 1945Constitutions of the Republic of Indonesia related to theeconomy/ including the administration and utilization forthe interest of the people, its result and benefit mustbe enjoyed by the entire Indonesian people in general andequally. This research uses the normative research methodby collecting, processing and analyzing the data thathave analytic descriptive nature. Law Number 38 of 2004regarding Road is one of the policy implementationformats in the administration of the road infrastructureconstruction particularly toll road that is expected,among others, will allow the opening of thetransportation as well as the distribution path that canactivate the economic wheels in creating the evendistribution of the development and its result in turnwill improve the economic growth for achieving the betterstandard of living for the people in Indonesia as well asthe evenly distributed prosperity and justice. In theimplementation of the policies in the toll roadencountered many problems and hindrances which are noteasily eliminated. The existence of PT Jasa Marga(Persero) and the establishment of Toll Road RegulatingBoard (BP JT) do not automatically make it easier foraccelerating the construction of the toll road. Theparticipation of the Regional-Owned Enterprises (BUMD) orPrivate-Owned Enterprises encountered also significantproblem. The land procurement factor and the decision ofthe toll tariff, that makes the investors loss theirinterest in constructing the toll road if it is seen fromthe business feasibility point of view. In thiscondition, the delay in the construction of the toll roadinfrastructure resulted in the delay in evenlydistribution of the transportation and distribution pathwhich at the end prevent the equal movement of theeconomic activities in supporting the economic growth inIndonesia. In this matter, the government is expected tocreate a breakthrough to stimulate the investment sectorin the organization of toll road."

"ABSTRAKPenelitian ini bertujuan untuk menganalisis, sampaisejauh mana suatu kebijakan dapat di-implementasikanmelalui suatu ketentuan peraturan perundangan, dapatsecara efektif dilaksanakan sesuai dengan maksud dantujuannya semula. Sebagaimana amanat dalam Undang-UndangDasar 194 5 yang menyangkut tentang perekonomian, termasukpengelolaan serta pemanfaatannya bagi kepentingan rakyatbanyak, harus dapat dirasakan hasil dan manfaatnya olehsegenap rakyat Indonesia secara menyeluruh danmerata.Penelitian ini menggunakan metode penelitiannormatif dengan cara pengumpulan, pengolahan dan analisisdata yang bersifat deskriptif analisis. Undang-UndangNomor 38 Tahun 2004 Tentang Jalan adalah merupakan salahsatu bentuk ketentuan pelaksanaan kebijakan tentangbagaimana diaturnya pembangunan infrastruktur jalan,khususnya jalan tol yang diharapakan antara lain dapatmenjadikan lebih terbukanya jalur transportasi sekaligusdistribusi,yang diharapkan dapat lebih menggerakkan rodaperekonomian sehingga dapat menciptakan pemerataanpembanguanan dengan hasil-hasilnya, yang pada akhirnyadapat pula meningkatkan pertumbuhan ekonomi untuktercapainya peningkatan taraf hidup rakyat Indonesia demikesejahteraan dan keadilan yang merata pula. Dalamimplementasinya, kebijakan pembangunan infrastrukturjalan khsusnya jalan tol, menghadapi kendala dan hambatanyang tidak mudah. Keberadaan PT Jasa Marga (Pesero) danpembentukan Badan Pengatur jalan Tol (BPJT) tidak sertamerta dapat mempermudah percepatan pembangunan jalan tol.Keikut-sertaan atau partisipasi Badan Usaha Milik Daerah(BUMD) maupun Badan Usaha Milik Swasta pun masihmendapatkan kendala yang cukup besar.Faktor pengadaanlahan dan penentuan tarif tol merupakan faktor yang dapatmenenetukan menarik-tidaknya investasi jalan tol apabiladitinjau dari segi kelayakan bisnisnya. Lambannyapembangunan jalan tol berakibat pada kurang meratanyajalur transportasi dan distribusi, mengakibatkankurangnya pergerakan pemerataan kegiatan perekonomianguna peningkatan pertumbuhan ekonomi di Indonesia.Pemerintah diharapkan dapat melakukan terobosan-terobosanguna menggairahkan sektor investasi penyelenggaraan jalantol.

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ABSTRACTThis research is intended to analyze on how far a policycan be implemented effectively through the provisions ofthe laws and regulations in accordance with its initialobjectives and purposes. As instructed in the 1945Constitutions of the Republic of Indonesia related to theeconomy/ including the administration and utilization forthe interest of the people, its result and benefit mustbe enjoyed by the entire Indonesian people in general andequally. This research uses the normative research methodby collecting, processing and analyzing the data thathave analytic descriptive nature. Law Number 38 of 2004regarding Road is one of the policy implementationformats in the administration of the road infrastructureconstruction particularly toll road that is expected,among others, will allow the opening of thetransportation as well as the distribution path that canactivate the economic wheels in creating the evendistribution of the development and its result in turnwill improve the economic growth for achieving the betterstandard of living for the people in Indonesia as well asthe evenly distributed prosperity and justice. In theimplementation of the policies in the toll roadencountered many problems and hindrances which are noteasily eliminated. The existence of PT Jasa Marga(Persero) and the establishment of Toll Road RegulatingBoard (BP JT) do not automatically make it easier foraccelerating the construction of the toll road. Theparticipation of the Regional-Owned Enterprises (BUMD) orPrivate-Owned Enterprises encountered also significantproblem. The land procurement factor and the decision ofthe toll tariff, that makes the investors loss theirinterest in constructing the toll road if it is seen fromthe business feasibility point of view. In thiscondition, the delay in the construction of the toll roadinfrastructure resulted in the delay in evenlydistribution of the transportation and distribution pathwhich at the end prevent the equal movement of theeconomic activities in supporting the economic growth inIndonesia. In this matter, the government is expected tocreate a breakthrough to stimulate the investment sectorin the organization of toll road."

"[ABSTRAKPenelitian ini menggunakan pendekatan manajemen stratejik untuk memetakan faktoreksternal dan daya tarik industri jalan tol sebelum nantinya dapat mengidentifikasidan memitigasi risiko yang ada untuk kemudian hasilnya dikategorikan berdasarkankesamaan arti untuk nantinya memudahkan semua pihak dalam memprediksi risikodominan apa yang akan dihadapi. Tiga proyek jalan tol yang dibangun oleh PT JasaMarga, perusahaan operator jalan tol terbesar di Indonesia, menjadi sampel dalampenelitian ini. Proyek jalan tol tersebut memiliki keunikan yaitu fase pembangunandan diperoleh dengan cara berbeda. Penelitian menunjukkan bahwa risiko dominanyang dihadapi pada tahap inisiatif proyek, persiapan, pengadaan, konstruksi danoperasi berturut - turut adalah risiko proyek, risiko performa, risiko proyek, risikoproyek dan risiko politis. Sedangkan solusi yang ditawarkan dapat dikategorikanmenjadi dua yakni komunikasi yang baik terhadap stakeholders dan manajemenpengawasan yang kontinu terhadap jalannya sebuah perencanaan.

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ABSTRACTThis research use strategic management approach to map external factors and tollroad industry attractiveness before identify and mitigate all risks that will beclassified later based on meaning similarity to ease all parties in predict whatdominant risk that will be faced in the future. Three toll road projects will be built byPT Jasa Marga, the biggest toll road operator company in Indonesia, be samples inthis research. These toll road projects have their uniqueness aspect such as theirdevelopment phase and the operation permit that get in different ways. This researchshow that the dominant risk that faced in project initiative, preparation, tender,construction and operation sequentially project, performance, project, project andpolitical risk. Then the solution that offered can be classified in two categories suchas good stakeholders communication and continuous supervisory managementagainst the project development process.;This research use strategic management approach to map external factors and tollroad industry attractiveness before identify and mitigate all risks that will beclassified later based on meaning similarity to ease all parties in predict whatdominant risk that will be faced in the future. Three toll road projects will be built byPT Jasa Marga, the biggest toll road operator company in Indonesia, be samples inthis research. These toll road projects have their uniqueness aspect such as theirdevelopment phase and the operation permit that get in different ways. This researchshow that the dominant risk that faced in project initiative, preparation, tender,construction and operation sequentially project, performance, project, project andpolitical risk. Then the solution that offered can be classified in two categories suchas good stakeholders communication and continuous supervisory managementagainst the project development process.;This research use strategic management approach to map external factors and tollroad industry attractiveness before identify and mitigate all risks that will beclassified later based on meaning similarity to ease all parties in predict whatdominant risk that will be faced in the future. Three toll road projects will be built byPT Jasa Marga, the biggest toll road operator company in Indonesia, be samples inthis research. These toll road projects have their uniqueness aspect such as theirdevelopment phase and the operation permit that get in different ways. This researchshow that the dominant risk that faced in project initiative, preparation, tender,construction and operation sequentially project, performance, project, project andpolitical risk. Then the solution that offered can be classified in two categories suchas good stakeholders communication and continuous supervisory managementagainst the project development process., This research use strategic management approach to map external factors and tollroad industry attractiveness before identify and mitigate all risks that will beclassified later based on meaning similarity to ease all parties in predict whatdominant risk that will be faced in the future. Three toll road projects will be built byPT Jasa Marga, the biggest toll road operator company in Indonesia, be samples inthis research. These toll road projects have their uniqueness aspect such as theirdevelopment phase and the operation permit that get in different ways. This researchshow that the dominant risk that faced in project initiative, preparation, tender,construction and operation sequentially project, performance, project, project andpolitical risk. Then the solution that offered can be classified in two categories suchas good stakeholders communication and continuous supervisory managementagainst the project development process.]"

"Jalan Tol merupakan salah satu bentuk project financing pada sektor iniiastruktur yang bcmpa jalan, karena konsep jalan tol adalah self financing project yaitu sumbcr pendanaan proyck berasal dari pendapatan setelah proyck tersebut dioperasikan. Sebagaimana investasi pada sektor-sektor lain, investasi pada jalan tol mengandung faktor-faktor resiko yang dapat mengakibatkan turunnya tingkat kelayakan proyek sehingga membuat investasi tersebut menjadi tidak efektif. Khususnya di Indonesia saat ini, terhentinya proyek-proyek BOT Jalan Tol menimbulkan pertanyaan yang terkait salah satunya dengan tingkat efektifitas dan tingkat kelayakannya.Dengan menggunakan rangkaian proses analisa resiko terhadap faktor resiko hasil identifikasi resiko dan kemudian mensimulasikan faktor faktor resiko tersebut dalam model yang diadopsi dari empat ruas jalan tol yang dibangun dan hendak dibangun oleh private sector akan diperoleh suatu besaran tingkat kelayakan dan efektiiitas dari BOT jalan tol di Indonesia."