KEMENTERIAN RISET,TEKNOLOGI, DAN PENDIDIKAN TINGGI

UNIVERSITAS JEMBER
FAKULTAS TEKNIK
Jl. Kalimantan No. 37 – Kampus Tegalboto Kotak pos 159 Jember 68121
Telp. (0331) 484977 Facsimile (0331) 484977
www.teknik.unej.ac.id

SOAL UJIAN AKHIR SEMESTER GENAP 2019/2020

Mata kuliah/kelas : Pembiayaan Pembangunan/ Lokasi ujian/ruang : Gedung B
Kelas A/B
Jurusan/Prodi : PWK/S1 Tanggal ujian : 19 Juni 2020
Dosen penguji : Adhitya Wardhono SE,M.Sc, Waktu ujian : 80 Menit
Ph.D.
Mirtha Firmansyah, S.T,
MT.
Sifat ujian : Open Kamus Jumlah halaman : halaman

(Pilih 5 saja dari 7 soal yang ada di lembar soal untuk anda jawab)

1. Lahan termasuk komoditas yang berharga. Hal ini terlihat dari kenaikan harga lahan setiap
tahun. Kenaikan harga lahan yang begitu cepat membuat masyarakat kesulitan dalam
membeli property berupa lahan atau rumah. Sehingga banyak masyarakat yang
terpinggirkan karena hanya bisa membeli lahan dipinggir atau diluar kota. Pemerintah
telah memberikan kebijakan pembiayaan dalam pengadaan dan pembelian rumah bagi
masyarakat. Mulai kebijakan program DP 0 persen, Pengadaan 1 juta rumah dengan bunga
rendah dan tetap. Namun masalah backlog rumah masih terjadi, bagaimana pendapat anda
tentang kebijakan pemerintah dan alternative yang bisa dilakukan pemerintah terkait
pembiayaan perumahan ?
2. Dalam pembangunan kemungkinan besar akan terjadi eksternalitas baik eksternalitas
negative dan positif. Kebijakan pembangunan jalan emiliki eksternalitas bagi kawasan
sekitarnya. Namun saat ini banyak jalan yang telah rusak dan dalam pelaksanaannya,
pengadaan infrastuktur jalan banyak terjadi kesulitan pembiayaan. Kebanyakan jalan yang
rusak berada di jalan yang dikelola pemerintah daerah. Bagaimana cara penyelesaian
masalah pengadaan jalan menurut anda ? Apa scenario pembiayaan yang bisa dilakukan
untuk menyelesaikan masalah tersebut ?
3. Salah satu sumber pembiayaan pembangunan negara Indonesia adalah pajak. Dalam
menyelesaikan backlog pemerintah merencanakan melakukan pungutan Tapera.
Pembiayan Tapera mekanismenya mirip dengan BPJS. Menurut Direktur Keuangan,
Tresuri dan Strategi PT Bank Tabungan Negara Tbk (BTN) Nixon L.P. Napitupulu, BP
Tapera punya tiga tugas utama. Pertama, mengumpulkan dana dari peserta. Kedua, BP
Tapera juga harus mengelola dana tersebut termasuk memarkir dana di perusahaan
manajer investasi. Ketiga yakni pemanfaatan dana yakni memberikan rumah ke
anggotanya. Skemanya antara BP Tapera dan bank yakni Tapera akan memberikan dana
ke Bank BTN yang dipakai untuk mendirikan rumah khusus peserta Tapera. Tetapi
tentunya, secara mekanisme BP Tapera juga akan membedakan pengadaan rumah
berdasarkan kriteria dilihat dari besaran gaji tiap peserta. Menurut anda apa positif dan
negative kebijakan tapera dan bagaimana cara meminimalisir kerugian seperti halnya
BPJS kesehatan ?
4. Pada masa krisis Pemerintah mengeluarkan kebijakan menaikan pajak, apa dampak positif
dan negative dari kebijakan tersebut ?
5. Pelaksanaan feasibility study fasilitas yang menyediakan jasa sangat terkait dengan hasil
survey pasar yang bisa dikelola. Dalam pelaksanaanya penyediaan barang jasa yang
dilakukan pemerintah banyak yang tidak direspon baik oleh “pasar”. Hal ini
mengakibatkan banyak penyedia jasa seperti contoh bandara jember sepi akan penumpang
bahkan sejak sebelum pandemic corona. Menurut anda bagaimana cara metode survey
yang dapat digunakan untuk mengetahui potensi pasar/potensi pemakai jasa yang tepat ?
6. Obligasi daerah merupakan instrument terkait pembiayaan daerah. Namun dalam
pelaksanaannya, obligasi daerah kurang diminati investor. Menurut anda, mengapa
obligasi daerah kurang diminati ? dan apa yang bisa dilakukan untuk memajukan
instrument obligasi daerah ?
7. Bacalah artikel berikut dan beri analisis ekonomi terbaik anda terkait konten dalam
artikel tersebut!
Indonesia needs a PPP strategy to build infrastructure
Julian Smith
The Jakarta Post
Jakarta / Tue, May 5, 2015 / 07:06 am
Source: https://www.thejakartapost.com/news/2015/05/05/indonesia-needs-a-ppp-strategy-build-
infrastructure.html
Indonesia needs more and better infrastructure '€ ” nobody doubts this. But despite the reduction in
the fuel subsidy, the government budget remains inadequate to pay for all the necessary and planned
investments.
However, there would be significant benefits from financing and delivering part of the country'€ ™s
infrastructure needs using private sector finance.
A public-private partnership (PPP) is a commercial deal under which a private consortium comprising
construction companies, operating companies and financiers undertakes to finance and construct an
asset for use by the government or the general public and to be paid evenly over the life of the asset
based on its usage or availability for use.
In some deals (concessions), the private sector takes risk on the volume of usage and in others
(performance-based annuity schemes, or PBAS), the government takes this risk and makes payments
to the private sector based on the performance and/or availability for use of the asset.
Those arguing in court for the exclusion of the private sector from water and other sectors seem to
have completely misunderstood that a PPP concession does not involve alienation of the nation'€ ™s
resources, but is merely a means to create new assets to enable those resources to be distributed more
effectively to the public.
The typical consumer does not care whether the pump is operated by a public or private entity as long
as the pipes are installed and the water flows out of the taps.
Around the world, PPPs have been successfully used to deliver new and improved infrastructure with
higher quality and at lower cost than the traditional public sector alternative. They enable the
government to harness the benefits of innovation and management efficiency, driven by the desire of
the private partner to make a profit by fulfilling its contractual obligations.
Modern PPPs started in the UK, but toll roads and port concessions have been around for much
longer. PPPs are now used in more than 134 developing countries, contributing about 15 to 20 percent
of total infrastructure investment and providing a range of assets from prisons to schools to railways
to air traffic control systems.
The Indonesian government has had a pro-PPP policy since the early 2000s, but few projects have
been delivered. There are just a few successful examples of such deals in the toll road and power
sectors, but many other projects, for example, in the water and public transportation sectors, have
failed to make progress. Even in toll roads, most of the projects have been awarded to state-linked
enterprises so cannot really be called PPPs.
Why the lack of progress? It would be too easy to blame the well-documented problems of land
acquisition that have affected all types of infrastructure projects and have held back PPPs like the
Central Java IPP and the trans-Java toll road sections.
In the water sector, even before the court ruling, the government had found it difficult to agree on the
amount of the viability gap payment (subsidy) needed when the expected revenue is lower than the
expected cost of the project.
In the current budgetary framework, it has also been difficult to commit to multi-year contracts and
the framework for disbursing subsidies through provincial government has not been clear.
Generally speaking, government bodies do not have the experienced staff needed to properly prepare
infrastructure projects for tender.
This includes making sure they are economically viable and are evaluating and managing the many
project risks.
This problem is even more serious when complex finance is involved, as in the case of a PPP.
In addition, traditional caution and a desire for consensus get in the way of action when anything new
is proposed.
The key to a successful PPP is the appropriate allocation of project risks. The private sector is well
placed to manage and minimize the cost of technical risks such as project management, input costs
and labor efficiency, but the public sector sponsor has to take the responsibility for coordinating other
public sector bodies and processes, like for land acquisition.
These involve political risk, which cannot be managed by a private sector consortium.
The government must also remember that the private sector has to be able to make a profit.
In the case of urban transit systems, such as the MRT, the revenue from passengers is never sufficient
to pay back construction and financing costs. So a subsidy from the government budget will always be
necessary.
The concept of transport-oriented development (TOD) is popular as it allows transportation
developers to cover part of their cost from real estate development profits, but such plans are often too
risky for the private sector because
the development profits are uncertain and can only be realized some time after the construction cost
has been incurred.
Furthermore, the best railway constructors and manufacturers do not have the skills of real estate
developers and do not always want to team up with them and share such unfamiliar risks “ they may
have other more straightforward opportunities to focus on.
So what needs to be done? Many of the ingredients for a successful privately financed infrastructure
program are in place: for example, the excellent plan to establish PT SMI as the government'\\s
infrastructure bank.
The recent Presidential Decree No. 38/2015 on PPPs is a definite step forward. It creates the
mechanism for PBASs, offers a clearer framework for accepting unsolicited proposals and brings the
concept of PPP into new sectors such as health, but still does not address all the requirements to make
PPP contracts bankable by the private sector ' further detailed guidance on standard PPP contract
terms is required. But much remains to be done.
Right now, the international private sector is getting excited about opportunities in Indonesia,
attracted by Indonesia's great economic potential, but when they come to survey the market, they are
confused by the lack of clarity about which projects will be tendered as PPPs.
For example, the Soekarno-Hatta airport railway was meant to be a flagship PPP project, but it is
currently stalled because of uncertainty about its financial structure and the role to be played by state
railway company PT Kereta Api Indonesia.
They are also surprised by the complexity of setting up business in Indonesia, including the
restrictions on foreign ownership and the proposed restrictions on denominating contracts in foreign
currency, which only serve to hinder much-needed foreign investment.
So, the government faces a complex challenge and needs a strategy to advance the PPP program. The
strategy needs to be action-oriented, setting out who will do what by when and which are the key pilot
PPP projects that can be used as models for others to follow.
And the strategy needs a senior-level champion with nothing else to do, who should report direct to
the President, in order to make sure he or she has the authority to get various public bodies to take the
necessary decisions in a coordinated way.
________________

The writer is infrastructure finance adviser at PricewaterhouseCoopers, Jakarta. The views expressed
are his own.

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