Study on the Readiness of the Regional Government of South Sulawesi for the Mamminasata Urban Railway Project with Non-State Budget/Regional Budget Financing

Non-Budget Financing The government raises alternative sources of financing to be used to contribute the financing strategic national infrastructure projects that have commercial value and have an impact on improving the Indonesian economy. One example of this scheme is PPP (Government and Business Entity Cooperation). The purpose of this study was to see the readiness of the South Sulawesi regional government in the Mamminasata Urban Railway Project with Non-State Budget / Regional Budget Financing. It is believed that the Public-Private Partnership Scheme with Business Entities (PPP) was believed to be alternative financing that can improve infrastructure development and the efficiency of development implementation which creates the quality of a product and service in the distribution of capital and risk as well as the competence of human resource expertise together. It was hoped that the PPP Project in the construction of the Mamminasata Urban Railway Infrastructure could become a way out in Non-State Budget / Regional Budget financing and become a solution by the National Mid-Term Development Plan (NMTDP) and Regional Mid-Term Development Plan (RMTDP) to achieve the construction of a 3258 Km railway line. The suggestion put forward into this study is the government needs to establish a transportation management body that integrates all modes of transportation and manages commercial areas following the authority of the PJPK in increasing revenue for an investment return on Availability Payment (AP).


Introduction
Makassar as a growth center, supported by the districts of Maros, Sungguminasa, and Takalar, will be developed into the megapolitan city of Mamminasata in 2020. The Mamminasata concept refers to the JABODETABEK megapolitan area (Jakarta as a growth center, supported by the satellite cities of Bogor, Depok, Tangerang, and Bekasi). The Mamminasata area will become the economic center of South Sulawesi Province, and even in Eastern Indonesia. In the Sulawesi Island Spatial Plan, Makassar City is planned as a National Regional Growth Center which is expected to be able to encourage the growth of the surrounding cities, as a production center for Eastern Indonesia and the island region, such as agriculture, plantations, marine tourism, fisheries, industry, transportation ( land, sea, and air). To support this plan, it is necessary to support a metropolitan/megapolitan The 5th International Symposium on Infrastructure Development IOP Conf. Series: Earth and Environmental Science 841 (2021) 012012 IOP Publishing doi:10.1088/1755-1315/841/1/012012 2 service transportation system that is integrated, among others, the development of mass transportation networks, for example, urban railways. There are important resistances when Indonesia wants to catch up with this underdeveloped infrastructure. One of them concerns the problem of infrastructure financing, considering that in reality, the state budget is insufficient to make infrastructure development in Indonesia cannot rely on the state budget. Non-Budget Financing The government raises alternative sources of financing to they could be used to contribute to financing strategic national infrastructure projects that have commercial value and have an impact on improving the Indonesian economy. One example of this scheme is PPP (Government and Business Entity Cooperation).

Literature Review
The system is a combination of several components or objects which were interrelated. In any system organization, changes to one component could cause changes to other components. In a mechanical system, the components are "mechanically" related, for example, the components in a car engine. In 'nonmechanical' systems, for example in the interaction of land use systems with transportation network systems, the existing components couldn't be mechanically connected, but changes in one component (the 'activity' system) could cause changes in other components (the system ' networks' and 'movement' systems). The principle of a "mechanical" system is the same as a "non-mechanical" system [1]. Meanwhile, transportation according to Miro (2012) in general could be defined as an effort to move or move people or goods from a location called the location of origin, to another location which is usually called the destination location, for certain purposes by using certain tools as well [2]. Transportation planning itself could be defined as a process whose goal is to develop a transportation system that allows people and goods to move or move places safely and cheaply [3]. Meanwhile, according to Eddu Pandika (2015), transportation planning is an attempt to estimate the number and location of transportation needs used in the future or the planning year, especially in urban areas. The transportation planning process is carried out primarily to see the relationship between transportation and land use. Land development patterns will result in the need for transportation, on the other hand, the form of the transportation system will affect land development patterns [4]. Generically, the rail transportation mode is the backbone of the transportation system in various regions. For the needs of movement with various characteristics (freight, passenger, intra-city, inter-city, shortdistance, medium-long transportation) trains remain the prima donna and have a comparative advantage over other modes [5]. The Indonesian government realizes the importance of private participation in accelerating infrastructure development in Indonesia, especially given the government's limitations in funding infrastructure needs. Based on the estimated 2015-2019 infrastructure funding needs, the government is only able to meet 41.3% of the total infrastructure funding needs, which is around IDR 4,796 trillion. Private participation is expected not only to fill the funding gap but also to share knowledge and experience in the development, operation, and management of quality infrastructure services. To that end, the Government of Indonesia has committed to continuously improve and innovate in increasing investment attractiveness and to ensure that private involvement is not hampered. Currently, the commitment to accelerate infrastructure development continues. The government remains committed to pursuing equitable development of infrastructure projects throughout Indonesia. In line with

Research of Metodhology
The research approach used in this research is to use qualitative descriptive analysis with secondary data collection techniques. Secondary data collection is through district and sub-district data in figures from the Central Bureau of Statistics (CBS) of South Sulawesi Province, regional income in the 2019-2023 RMTDP, and the Spatial plans of the South Sulawesi Provincial Government 2009-2029, area development and transportation plan documents in the Mamminasata Area. The population is one of the basic assets in the implementation of development. Based on CBS data, it can be seen that the total population of South Sulawesi Province in 2008 was 7,771,646 people with the largest population in Makassar with a total of 1,282,418 people. The population density of urban areas is a logical consequence of the high economic activity there. Therefore, the area of urban areas is relatively narrower than the regency areas, the population is relatively larger, so the population density is getting higher. South Sulawesi's GRDP at the prevailing prices in 2008 was around 85,143.19 billion. The agricultural sector has the greatest added value compared to other sectors, reaching the amount of 25,071.81 billion. This was followed by the second largest trade, restaurant, and hotel sector with added value reaching 13,913.80 billion. The processing industry sector in South Sulawesi, which is expected to be able to support the agricultural sector with an agro-industrial orientation, turns out to be the third-largest added value,

Regional Characteristics of Takalar Regency. Economic development in Takalar
Regency from year to year shows a positive direction. The improvement in the economic conditions of Takalar Regency is mainly driven by economic sectors that have a significant share of the regional economy. Regarding its contribution to GRDP, the contribution from the agricultural sector was 54.71% and the trade sector was 10.62%, while the manufacturing sector contributed 9.45% of all economic construction in the Takalar area. Thus the trade sector and the agricultural sector are sectors that can be expected to restore the economy of the Takalar district because these sectors in addition to absorbing a large number of workers also drive the development of other sectors. . This is because communication sub-sector has grown significantly, which is more than 18 percent. Meanwhile, seen from its contribution to total GRDP, the agricultural sector is still dominant, contributing 45.65 percent, although it has decreased compared to 2008. Other sectors that also contributed significantly were the service sector and the construction sector. PDRB Perkapita of Gowa Regency in 2009 reached Rp. 6,981 million, an increase of 21.79 percent compared to 2008.

Regional Fiscal of South Sulawesi
The regional fiscal space of South Sulawesi Province during the 2014-2018 period decreased from 63.09 percent in 2014 to only 38.25 percent in 2018. It is illustrated that although the value of fiscal space has increased, the percentage of fiscal space has tended to decrease during this period. This fact indicates an increase in the component of regional revenue that regional governments can no longer create in funding their development priorities, due to the large component of regional revenue that is designated. The decline in the percentage of fiscal space in South Sulawesi during this period was mainly driven by a modest increase in designated components of regional revenue such as DAK, grant funds. For this reason, the regional macroeconomic growth assumptions formulated in this RMTDP do not depend solely on the real fiscal capacity of regional finance owned by the regional government of South Sulawesi Province. The regional financial fiscal capacity of South Sulawesi Province must receive optimal support from the state financial fiscal allocation. At the same time, it couldn't be ignored and must even be able to synergize with the allocation and fiscal capacity of the district/city financial districts in South Sulawesi Province. Thus, policies to encourage increased private investment from the demand side are not only aimed at increasing labor absorption through job creation and business fields but must further encourage the production of strategic commodities. area. For this reason, the tendency of more expansive financing to be pursued by South Sulawesi must ensure that it increases the inclusiveness of economic growth achieved so far. The funding framework for the allocation of regional development programs is to create an investment climate to encourage increased regional investment.

The Mamminasata Urban Railway Project Plan
The Makassar -Marros -Sungguminasa -Takalar (Mamminasata) Railway line development project as an urban railway route in South Sulawesi Province is to accelerate the equitable distribution of national development following the 2015-2029 NMTDP and arranged in the South Sulawesi Provincial Spatial Plan. The planned Makassar -Marros -Sungguminasa -Takalar (Mamminasata) Railway Line will have a route length of approximately ± 62 km and will pass through three districts and one city in South Sulawesi Province, namely: Maros Regency, Takalar Regency, Gowa Regency, Makassar City. The purpose of this development is to accelerate development through increasing passenger traffic flow, building national and regional connectivity, and meeting the target of developing a 3,258 km railway line by 2019.  The Indonesian government realizes the importance of private participation in accelerating infrastructure development in Indonesia, especially given the government's limitations in funding infrastructure needs. Based on the estimated 2015-2019 infrastructure funding needs, the government is only afforded to meet 41.3% of the total infrastructure funding needs, which is around IDR 4,796 trillion. Around 36.5% of the funding gap is expected to be reached through cooperation with Non State Budget / Regional Budget business agencies.
4.5 Regional Readiness in Non-Government Regional Financing Policies To achieve the target of regional development performance continues to increase every year and suitable with Law Number 23 of 2014 concerning Regional Government and Law Number 6 of 2014 concerning Villages Government, the consequences of handing over governmental authority from the Central Government to Regional Governments, through regional autonomy which has implications for the increasing need for funds and development financing in the region, meanwhile the South Sulawesi Provincial Government has limitations in the capacity to finance regional development. For this reason, other sources of financing are needed through Regional Financing Partnerships conducted between the Government and the private sector as well as with the Non State Budget / Regional Budget Governmental Business World.

4.5.1
The PPP Scheme. The PPP Scheme is a cooperation between the government and business entities in the provision of infrastructure for the public interest, with provisions that refer to special specifications