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IHiS (Indonesian Historical Studies) 8 (1), 40-53 © 2024 | E-ISSN: 2579-4213  

Road Infrastructure Development in Jambi Province During the New Order Period | 40 

 
Received:  
January 2, 2023 
 
Revised:  
August 10, 2024 
 
Accepted:  
August 11, 2024 

Road Infrastructure Development in Jambi Province During the New 
Order Period 

 
Musdalifah,* Endah Sri Hartatik, Haryono Rinardi 
Master Program of History, Faculty of Humanities,  

Universitas Diponegoro, Semarang, Central Java - Indonesia 
 

*Corresponding Author: tamalamusdalifah95@gmail.com 
DOI: 10.14710/ihis.v8i1.16982 

 
 
 
 
 
 
 
 
  
 
 
 
 
 
 
 
 
 
 
 
 
Introduction 
The New Order era prioritized economic recovery in the agricultural and industrial 
sectors. However, road infrastructure development was also a key priority, 
recognizing that without adequate roads and transportation, all forms of 
socioeconomic activity would be hindered. Therefore, the New Order focused on the 
construction, rehabilitation, and maintenance of roads with significant socioeconomic 
value, aiming to promote equitable development across the nation (Bappenas, 2021). 
It was anticipated that road development and rehabilitation would enhance the quality 
of life for the population and transform regions into more productive areas. 

Road development and rehabilitation efforts during the New Order period 
extended to various regions, aiming to reach all areas, including those outside Java. 
One such region was Jambi Province, located on the island of Sumatra. This province 
boasts diverse natural resources, both potential and actual, with an area of 53,433.72 
km². Jambi also possesses vast agricultural land, diverse mineral resources, and 
valuable forest products. Furthermore, Jambi Province has natural resources that can 

Abstract 
 

This article examines the development of road infrastructure in Jambi Province 
during the New Order era and its impact on the socioeconomic aspects of the local 
community. The study employs a historical research methodology, encompassing 
heuristics, source criticism, interpretation, and historiography. The development 
initiatives of the New Order period were pivotal in the expansion of road 
infrastructure in Jambi Province. This infrastructure development, particularly 
road construction, was integrated into the Five-Year Development Plans (Repelita) 
and implemented in phases. For Jambi Province, the Repelita aimed to accelerate 
development and bridge the gap with other regions. This study analyzes the 
impact of infrastructure development, specifically focusing on its role in 
facilitating economic activity and the mobility of people and goods. The findings 
reveal that infrastructure development contributed significantly to social and 
economic life, including increased agricultural yields, diversification of 
professions, the emergence of new productive areas, changes in demographics and 
multi-ethnic diversity, and an overall improvement in the quality of life for the 
population. 
 
Keywords:  Development; Road Infrastructure; New Order; Socioeconomic 



 
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Road Infrastructure Development in Jambi Province During the New Order Period | 41 

support Indonesia's economic development, such as the oil and gas industry, the 
timber industry, and plantation products. Geographically, Jambi Province occupies a 
strategic position, being close to the Singapore-Johor-Riau (SIJORI) growth triangle, 
which serves as a gateway for non-oil and gas commodities to East Asia and the 
Western Pacific (“Sumber,” 1993). 

Despite its strategic location, Jambi Province’s economic potential remained 
underutilized. Compared to neighboring provinces in Sumatra, such as South 
Sumatra, West Sumatra, North Sumatra, and Riau, Jambi lagged behind in 
development. This lag was attributed, in part, to the lack of well-developed road 
connections and access, making it difficult to transport agricultural products from the 
hinterland to market centers (M. Taufiq, Interview, June 25, 2022). This disparity in 
infrastructure development had persisted since Jambi Province was part of the Central 
Sumatra Province from 1946 to 1956, ultimately leading to demands for Jambi to 
become an autonomous province (Purnomo & Indrayani, 2020, p. 5). 

After gaining autonomy, Jambi Province began to improve its development and 
regional management. With the advent of the New Order, the government introduced 
the National Development policy, known as the Five-Year Development Plan 
(Repelita). One of the key programs under this plan was infrastructure development. 
The improvement of infrastructure, particularly roads, was crucial for the people of 
Jambi Province, given its geographical location and strategic position in the center of 
Sumatra. Jambi has open connections with major cities in its vicinity, including Riau, 
South Sumatra, West Sumatra, North Sumatra, and the Berhala Strait or South China 
Sea (Regional Development Planning Agency of Jambi Province Level I Region & 
Central Statistics Agency of Jambi Province, 1988). Due to this connectivity with 
surrounding areas, inter-regional roads were essential. 

Based on the background presented, the importance of roads in supporting social 
activities, the economy, and equitable regional development in Jambi Province makes 
this topic worthy of investigation. The abundance of natural resources in Jambi's 
hinterland, which need to be transported to market centers to boost the regional 
economy, highlights the significance of government investment in road infrastructure. 
Therefore, this article formulates several research questions. First, how did road 
infrastructure develop in Jambi Province during the New Order period from 1969 to 
1998? Second, what was the impact of this road infrastructure development on the 
socioeconomic life of the people of Jambi Province during the years 1969-1998? 

 
Method 
This article utilizes data collection techniques aligned with the historical research 
method, consisting of four main stages: heuristics, source criticism, interpretation, and 
historiography (Gottschalk, 1983, p. 32). The first stage is heuristics, which involves 
the collection of historical sources, both written and oral, that are primary or secondary 
in nature (Saebani, 1994, p. 45). The primary sources used in this article include articles 
from contemporary newspapers, such as Jambi Independent, obtained from the 
Archives Depot of the Jambi Provincial Library and Archives Service, as well as annual 



 
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Road Infrastructure Development in Jambi Province During the New Order Period | 42 

reports from the archives of the Public Works Department (DPU) related to road 
infrastructure development in Jambi Province during the New Order era. In addition, 
to complement the primary sources, oral history methods in the form of interviews 
were also conducted with several informants relevant to the topic of this article. 

Secondary sources were obtained through literature research related to the topic 
of this article, such as books related to the Five-Year Development Plans during the 
New Order period in Jambi Province. These sources were obtained from the Jambi 
Provincial Library and Archives Service. Additionally, several monographs, such as 
"Jambi in Figures" and publications from the Jambi Province Central Bureau of 
Statistics, were obtained from the Jambi Provincial Library, along with numerous other 
books that the author acquired from various locations, including the Jambi City 
Library, the University of Jambi Library, the Jambi Provincial Public Works 
Department, and the Jambi Provincial Development Planning Agency (Bappeda). 
Searches for secondary sources via the internet, such as iPusnas, scholar.google.com, 
harzing.com, ejournal.undip.ac.id, and emeraldinsight.com, were also utilized to 
supplement the data. Subsequently, the data was processed through internal and 
external criticism, interpreted, and analyzed to form a cohesive whole in a 
historiographical work. 
 
Road Development in Jambi Province at the Beginning of Repelita 
Before the implementation of national development in the sector of road infrastructure 
construction and rehabilitation, which was packaged through the Repelita program, 
Jambi Province had a road length of approximately 2,493.6 km and bridges totaling 
9,131 meters. At the beginning of Repelita, these roads and bridges were in a state of 
severe disrepair, largely paralyzing the regional economy (Jambi Province 
Government, 1979, p. 2). In 1969, the government began drafting documents for road 
construction and rehabilitation in Jambi Province, and by 1974, significant progress 
had been achieved in land transportation development, as shown in Table 1. 
 
Table 1. Achievements in road construction and rehabilitation in Jambi Province, 1972-
1973 

No. Rencana +) Realisasi ++) 
1. Rehabilitation and upgrading  
 - Roads           4,016 Km 604.5 Km 
 - Bridges         8,861 M 4,226 M 
2. Maintenance  
 - Roads           2,493.6 Km 2,493.6 Km 
 - Bridges         9,131 M 9,131 M 
3. New construction  
 - Roads           56 Km 56 Km 
 - Bridges    - - 

Source: +) Jambi Province Repelita 1969-1974 ++) Jambi Province Public Works 
Department Report 1974 



 
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Road Infrastructure Development in Jambi Province During the New Order Period | 43 

 
Table 1 demonstrates that during 1969-1974, Repelita I, which included road and 

bridge construction and rehabilitation, extended its reach to Jambi Province. The 
government's efforts to improve road quality to facilitate socioeconomic activities for 
the people of Jambi Province were budgeted at 20.6 billion, encompassing funding 
sources from the National Budget (APBN), Regional Budget (APBD), and the private 
sector (Jambi Province Government, 1979, p. 2). 

In the early stages, the implementation of road construction and rehabilitation in 
Jambi Province through the Repelita I program was not very significant. Many roads 
remained in a state of disrepair. Some remote areas were still classified as isolated. 
Additionally, many road users reported significant difficulties in utilizing road 
infrastructure for transportation (Hayatullisna, Interview, April 1, 2022). In some areas 
separated by rivers, people had to rely on ferry services available in various locations 
such as Ma. Tembesi, Ma. Tebo, Ma. Bungo, Senamat, Rantau Panjang, Bangko, and 
Sarolangun. Sometimes, people even had to wait in long queues (Jambi Level I 
Regional Government, 1988, p. 31). 

Such conditions could lead to lengthy travel times and high costs. Economic 
activities like transporting agricultural and plantation products from the hinterland to 
market centers became inefficient. Remote areas far from urban centers remained 
underdeveloped and isolated due to the difficulties people faced in administrative 
matters (Haris, Interview, April 1, 2022). 
 
Road Development in Jambi Province, 1980-1998 
The development of road infrastructure in Jambi Province consistently progressed 
throughout the period from 1969 to 1998. However, a significant acceleration occurred 
during the administration of Governor H. Masjchun Sofwan, S.H. (1979-1989), and 
continued under the leadership of Governor Drs. Abdurrahman Sayoeti (1989-1999) 
(“Evaluasi Pelita kita,” 1998). During this time, regional development priorities were 
directed towards encouraging investment, supporting agricultural programs, 
supporting transmigration programs, facilitating the flow of goods and services, and 
enhancing the mobility of people, especially to rural and urban areas, both within the 
province and between provinces in Sumatra, as well as opening up isolated areas for 
regional development (Jambi Level I Regional Government, 1988, p. 31). 

By 1980, during Repelita III, the construction and rehabilitation of infrastructure, 
including roads and bridges, began to be handled in a planned and programmed 
manner (Jambi Level I Regional Government, 1988, p. 31). Development priorities 
were implemented in accordance with the principles of the development trilogy, the 
Guidelines of State Policy (GBHN) of 1983, and the basic pattern of regional 
development, with implementation and problem-solving supported by the Five 
Priorities (Panca Krida) of the Development Cabinet (Jambi Province Government, 
1989, p. 141). Reports from the Regional Office of the Ministry of Public Works in Jambi 
Province and decrees related to road development in Jambi Province indicate the 
existence of new road construction programs, particularly in the late 1970s and 



 
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Road Infrastructure Development in Jambi Province During the New Order Period | 44 

peaking in the 1980s, as presented in Table 2. The construction of roads and bridges 
was intensified and continued to increase each year. 

 
Table 2. Collection of Activity Reports and Decrees from the Jambi Provincial Public 
Works Department (DPU) Regional Office 

No. Work Order Number Description Year 
1 No. B03/52/BM/BA5/78-79 Addressing road damage caused by 

natural disasters on the Muaro 
Tembesi-Sarolangun route 

1979 

2 No. 620/860/1979 Road repair work on the Bangko 
route bordering Ma Bungo 

1979 

3 No. B.30/01.A/Spn/BA/78-79 Road repairs due to natural 
disasters on the Temiai-Penetai 
route 

1979 

4 No. 620/5171/BA/86 Repairs and installation of gabions 
on the Bangko-Sanggaran Agung 
road 

1986 

5 No. 362.04/227/PUK/1986 Road and bridge repairs on the 
Bangko-Penetai and Simpang Pulau 
Rengas-Dusun Tuo routes 

1986 

6 No. 09/620/PEMDA/80-81 Road improvement in Jambi City, 
Simpang Bata-Pal Merah route 

1980 

7 No. OR.01.01/05.05/788 Establishment of organizational 
structure and work procedures for 
the road and bridge improvement 
project in Jambi Province 

1987 

8 No. 24/KPTS/W-05/1986 Appointment and assignment of 
employees to the Batanghari road 
and bridge rehabilitation & 
maintenance project 

1986 

9 No. OR-01-01/05-05/404.B Organizational structure and work 
procedures for the road and bridge 
improvement project in Jambi 
Province 

1987 

10 No. AP0101/W.05-JMPS/376 Batanghari River Bridge 
construction program for the 
1988/1989 fiscal year 

1988 

11 No. ML01.05/01-05/1099 Report on the funding program for 
the construction of the Batanghari 
River Bridge for the 1988/1998 fiscal 
year 

1988 

12 No. P10.02/05.05/100 Supervision results of road 
improvements on Jambi-Bayung 

1989 



 
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Road Infrastructure Development in Jambi Province During the New Order Period | 45 

Lincir, Jambi-Merlung, Jambi-
Tempino (South Sumatra border) 

13 No. P0102/05-05/102 Supervision results report on the 
replacement of the Dati II 
Sarolangun Bangko bridge 

1990 

Source: Static Archives of the Jambi Provincial Public Works Department Regional 
Office 

Based on activity reports on road infrastructure development and rehabilitation 
from the Jambi Provincial Public Works Department (DPU) Regional Office, it is 
evident that most road facilities and infrastructure had reached all sub-district capitals, 
with some even extending to rural areas. This demonstrates the continuity of 
development throughout Jambi Province. Since then, the Jambi-Ma Tembesi-Ma Tebo-
Ma Bungo-Bangko-Sarolangun-Ma Tembesi road, which serves as a ring road in Jambi 
Province, has been freed from ferry dependence as bridges have been constructed to 
connect areas previously separated by rivers, further smoothing traffic flow (Jambi 
Level I Regional Government, 1988, p. 33). 

Furthermore, to provide an alternative for enhancing the flow of goods and 
passengers between regions and promoting the development of Sumatra, the 
government planned the construction of the Trans-Sumatra Highway, which traverses 
the east coast of Sumatra, encompassing Banda Aceh-Medan-Pekanbaru-Jambi-
Palembang-Bandar Lampung. The construction of the Trans-Sumatra Highway, which 
touches Jambi's regions such as Merlung, Sengeti, Jambi City, and Tempino, became 
visible in 1990 (Jambi Province Government, 1994, p. 8). Prior to 1990, this road 
segment already existed, but its condition was not suitable for vehicular traffic. 

This policy, in addition to aiming to increase the flow of goods and passengers 
between regions and promote the development of Sumatra, also sought to anticipate 
and address the emergence of disparities among communities whose areas lacked 
development. The policy began to be implemented with the construction of the ring 
road to the east coast of Jambi Province. The road segments included Jambi-Sengeti-
Merlung (bordering Riau), Jambi-Tempino (bordering South Sumatra), followed by 
Kenali-Simpang Rimbo, and Jambi-Suak Kandis. Thus, these road segments constitute 
part of the Trans-Sumatra Highway within Jambi Province (Jambi Province 
Government, 1994, p. 8). 

The construction of roads in Merlung, Sengeti, Jambi City, and Tempino has 
enabled public transportation to access previously unreachable areas, facilitating the 
mobility of people and goods with faster travel times. The prices of essential goods, 
which were once inflated due to difficult access, have become more stable with the 
reach of public transportation. Additionally, the economies of communities along 
these roads have become more developed than before (Nurohman, Interview, April 
19, 2022). 
 
Social Impact 
The policies and activities related to road infrastructure development in Jambi 



 
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Province have had a significant impact on the social life of the community. This is 
because road infrastructure development is crucial not only for the smooth flow of 
human traffic, goods, and services but also for the smooth operation of government 
activities, promoting regional development, defense and security, as well as activities 
in other sectors (Jambi Province Government, 1994, p. 21). 
 
Development of New Areas 
The development and planning of a region can be realized through the construction of 
roads along productive agricultural and plantation areas. Development in such areas 
can support and facilitate the economic activities of the communities residing in those 
areas. Through the road network that has been built, the government can allocate new 
areas for transmigrants from various regions outside Sumatra Island (Junaidi, 1992). 

The transmigration policy itself is aimed at achieving equitable regional 
development and is an important effort in increasing employment opportunities by 
utilizing agricultural land in sparsely populated areas. Towards Repelita I, 
transmigration activities were directed at increasing food production by expanding 
agriculture outside Java, Bali, and Lombok. The target for opening tidal agricultural 
areas was focused on Sumatra and Kalimantan (Department of Information R.I., 1974, 
p. 658). 

To realize this program, in 1976, the Trans-Sumatra Highway was built in Jambi 
Province, covering Ma. Bungo-West Sumatra border to Bangko-Sarolangun-South 
Sumatra border. In accordance with the government's plan, the construction of the 
Trans-Sumatra Highway was also accompanied by the establishment of new 
settlements along the road. According to Suntoro, Director of Land Clearing at the 
Directorate General of Transmigration in Jakarta, several areas were opened for 
transmigration locations in Jambi Province along the Trans-Sumatra Highway, namely 
Rimbo Bujang, Air Hitam, Rantau Ikil, Singkut, Batin IX, Pamenang, Rantau Limau 
Manis, and Muara Jernih (Tempo Data and Analysis Center, 2022, pp. 26-30). 

Thanks to the improvement in road infrastructure development, the 
implementation of the transmigration program in Jambi Province went smoothly and 
continued to be carried out throughout the New Order government. Table 3 presents 
data on transmigration placement in Jambi Province based on periodization, number 
of placements, and number of households. 
 
Table 3. Development of Transmigrant Placement in Jambi Province from the Pre-
Pelita Period to 1999 

No. Period of placement (a) 
UPT/ LPT 

(b) 
Placement (b) Average per year 
KK Jiwa KK Jiwa 

1. Pra Pelita (1950-1968) 1 249 1208 14 67 
2. Pelita I (1969/70-1973/74) 4 2450 11371 490 2274 
3. Pelita II (1974/75-1978/79) 33 13476 61161 2695 12232 
4. Pelita III (1979/80-1983/84) 47 22741 94485 4548 18897 
5. Pelita IV (1984/85-1988/89) 27 11141 47136 2228 9427 



 
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6. Pelita V (1989/90-1993/94) 43 17411 71676 3482 14335 
7. Pelita VI (1994/95-1998/99) 27 9710 41871 1942 8374 
Source: Social, Manpower and Transmigration Office, Jambi Province 2010; Ministry 
of Manpower and Transmigration 2012. 
Note: a) Based on the initial year of placement b) Total number until the end of the 
placement period 

With adequate road infrastructure, these new settlement areas developed further, 
as roads provided access to facilitate economic activities and the smooth flow of 
community mobility in marketing agricultural and plantation products outside the 
region (Sumarni, 2017, p. 37). 
 
Demographic Changes and Ethnic Diversity 
In Jambi Province, population growth continued to increase annually. This was due to 
the influx of transmigrants and immigrants from various regions and ethnic groups. 
They settled in sparsely populated areas of Jambi Province. In the 1970s, the attraction 
of Jambi Province lay in its vast plantation and agricultural lands. Entering the 1980s, 
a shift began from the agricultural sector to the non-agricultural sector (Karmela, 2014, 
p.29). During the 1970s and 1980s, transmigrant populations originating from Java 
Island still dominated in Jambi Province. 

The interest of newcomers in settling in Jambi Province was also supported by 
improvements in the highway and transportation sectors. The construction of the 
Trans-Sumatra Highway in Jambi Province facilitated access between Jambi and major 
surrounding cities such as Medan, Padang, Palembang, and Pekanbaru. The flow of 
community mobility and goods transportation became smoother. The development of 
road access led to newcomers from various regions settling in areas within each district 
of Jambi Province. This undoubtedly had an impact on the demographic changes in 
Jambi Province, as shown in Table 4. 

 
Table 4. Population of Jambi Province by District/City and Gender, 1991-1995 
No. Kecamatan/District Male Female Number  
1. Kerinci 142,613 149,233 291,846 
2. Bungo Tebo 200,141 192,792 392,933 
3. Sarolangun Bangko 194,168 188,659 382,827 
4. Batanghari 191,442 184,528 375,970 
5. Tanjung Jabung 201,637 191,015 392,652 
6. Jambi City 174,317 168,755 343,072 

Total       
  1995  1,104,318 1.074,982 2,179,300 
  1994 1,084,380 1,058,129 2,142,509 
  1993 1,066,135 1,033,354 2,099,489 
  1992 1,052,130 1,018,982 2,071,112 
  1991 1,039,912 1,005,573 2,045,485 

Sumber: Jambi in Figures 1995. 



 
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The influx of newcomers, both transmigrants and immigrants, was driven by an 

awareness of economic needs for survival, prompting a portion of the population from 
outside Jambi Province to migrate to Jambi in search of employment opportunities. 
This migration was undoubtedly facilitated by the availability of interprovincial road 
access (Joni, Evi, & Marganti, Interview, June 1, 2022). 
 
Improvement in Quality of Life 
One of the reasons for road infrastructure development in Jambi Province was its vast 
area with a scattered and uneven population distribution. Therefore, efforts to develop 
and improve the road system in Jambi Province were included in national 
development priorities, as shown in Table 5 (Jambi Province Government, 1994, p. 
113). 
 
Table 5. Length of National and Provincial Roads in Jambi Province by Construction 
and Road Condition, 1983-1988 
No. Description 1983 1988 
1. Construction (Km) 1,797 1,797.050 
 1. Asphaltl 827 1,074.575 
 2. Gravel 731 575.225 
 3. Earth 239 147.250 
2. Condition (Km) 1,797 1,797.050 
 1. Stable 502 741,625 
 2. Unstable 1.056 840,625 
 3. Critical 239 214,800 

Source: Fifth Five-Year Development Plan 1989/1990-1993/1994, Book III: Regional 
Development and Development of Level II Regions. 
 

The table above indicates that from 1983 to 1988, there was a significant increase 
in road development in Jambi Province. Roads with critical soil construction were 
fewer in number compared to asphalt and gravel roads, both in good and fair 
condition. This signifies that road development in Jambi Province from 1983 to 1998 
experienced substantial improvement. 

The increasing development of road infrastructure in Jambi Province has made 
access between regions easier, thus bridging the distance between communities, 
facilitating government affairs, and enhancing national defense. Road construction 
and rehabilitation have also made it easier for communities to develop economic 
activities and daily affairs (Ammituh, 2016, p. 185). 

The conveniences resulting from increased road development in Jambi Province, 
particularly for rural communities, include easier fulfillment of needs and necessities 
such as administrative matters, access to health services, and education. Similarly, 
roads facilitate daily activities for the community, such as easier access to workplaces, 
visiting family in their hometowns, and traveling to recreational centers (Iwan, 



 
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Road Infrastructure Development in Jambi Province During the New Order Period | 49 

Interview, April 19, 2022). 
The impact of improved roads has led to an increasing number of people owning 

private vehicles. The reach of public transportation has also expanded to several 
important areas, making it easier for people who initially lacked adequate road access 
to reach their desired destinations, including easier access to health and education 
facilities. 
 
Impact of Road Development in Jambi Province on Economic Aspects 
Increased Community Plantation Yields 
With an area of 53,435.72 km², the majority of the population in Jambi Province derives 
their income from the plantation sector (Regional Development Planning Agency of 
Jambi Province Level I Region & Central Statistics Agency of Jambi Province, 1988, p. 
5). Rubber plantations are the dominant commodity throughout Jambi Province. The 
increase in rubber plantation yields in Jambi Province has consistently improved 
alongside the enhancement of road infrastructure. 

The year 1980 marked a peak in road infrastructure development in Jambi 
Province. This development experienced a significant increase, particularly in the 
plantation sector. The improvement of roads has had an impact on increasing various 
aspects of the community's economic life. This is because road access has become 
easier in connecting production source areas to marketing centers outside the region 
(Table 6) (Jambi Level I Regional Government, 1988, p. 35). 
 
Table 6. Report on the Results of Pelita IV and V in the Plantation Sector (Dominant 
Commodities) (Production in Thousand Tons) 

No. Production in Thousand Tons 
Commodities End of Pelita IV End of Pelita V 

1. Rubber 169.6 192.4 
2. Coconut 102.2 97.5 
3. Cinnamon 11.6 10 
4. Palm oil 23.6 267.9 
5. Coffee 6 1.,2 

  Size in thousand hectares 
  Commodiries End of Pelita IV End Pelita V 

1. Rubber 450.4 489.3 
2. Coconut 114 115.6 
3. Cinnamon 42,4 48,3 
4. Pal oil 20,4 84,6 
5. Coffee 31,2 31,8 

Source: Jambi during Pelita V Year of 1994 
 

In addition to the increase in rubber production and plantation area, a new 
commodity emerged: oil palm. Oil palm cultivation in Jambi Province began in 1984. 
Initially, the oil palm plantation area covered 1,645 hectares, consisting of 500 hectares 
of smallholder plantations and 1,145 hectares of private plantation companies (Jambi 



 
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Province Government, 1994, p. 31). From 1989 to 1999, oil palm production increased 
drastically, from an initial 23.6 tons to a significant 267.9 tons by the end of Pelita V. 
This increase was partly due to the expansion of cultivated land from 20.4 hectares to 
84.6 hectares. 

The increase in various plantation sectors led to an increase in the value of Jambi 
Province's exports to ASEAN countries in 1992, both in terms of volume and value. 
Based on information gathered from the Regional Office of the Department of Trade 
of Jambi Province, it is known that the export volume of various Jambi products in 
1991 was recorded at 65,354 tons, while in 1992 it was recorded at 78,436 tons, an 
increase of 13,082 tons or about 20% (“Ekspor produk daerah Jambi ke Asean tahun 
1992 naik,” 1993). This proves that the yield of smallholder plantations in Jambi 
Province continued to increase every year until the monetary crisis. The monetary 
crisis impacted people's income due to the fall in plantation product prices 
(Mursiduddin, Interview, April 19, 2022). 
 
Shift in Community Professions 
Jambi Province is known for its plantation products, as seen from the collected data. 
The community's plantation products in Jambi Province are dominated by rubber, 
coconut/copra, and cassiavera/cinnamon. In the 1980s, plantation products were 
dominated by oil palm. However, since the development and improvement of road 
infrastructure in Jambi Province, people began to try new professions. 

Based on the 1980 census data, the population of Jambi Province was 1,444,476, 
and the number of job seekers registering at the Regional Office of the Department of 
Manpower of Jambi Province continued to increase, with an average increase of 9.13% 
during the period 1986-1990 (Regional Development Planning Agency of Jambi 
Province Level I Region & Central Statistics Agency of Jambi Province, 1992, p. 38). 
Based on this increase in the number of job seekers, it can be concluded that entering 
the 1980s, the interest of job seekers began to increase due to the improvement of 
existing infrastructure, especially in the road infrastructure sector. 

The industrial sector in Jambi Province also experienced growth, both in terms of 
production output and the number of workers employed. In 1988, there were 
approximately 19,232 workers, as shown in Table 7. This number increased by 15.17% 
from the previous year, which was recorded at 16,620 people (Regional Development 
Planning Agency of Jambi Province Level I Region & Central Statistics Agency of 
Jambi Province, 1992, p. 43). The number of trading companies in Jambi Province also 
continued to increase annually (1980-1990). In 1980, there were 3,535 trading 
companies recorded in Jambi, which then increased to 10,605 within 10 years. 
However, during that period, there were no foreign trading companies recorded in 
Jambi Province. 

The increase in the number of companies also indicates an expansion of the 
economic sectors available to the community. The people of Jambi automatically tried 
various jobs offered by these trading companies. They no longer solely depended on 
the plantation sector, even though Jambi Province is indeed renowned for its 



 
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Road Infrastructure Development in Jambi Province During the New Order Period | 51 

plantation products (Central Bureau of Statistics of Jambi Province, 1994). 
 
Table 7. Number of Domestic and Foreign Trading Companies in Jambi Province, 1980-
1990 

No. Year Domestic      Foreign       Total 
1. 
2. 
3. 
4. 
5. 
6. 
7. 
8. 
9. 
10. 
11. 

1980 
1981 
1982 
1983 
1984 
1985 
1986 
1987 
1988 
1989 
1990 

3,535 
4,668 
4,859 
5,926 
6,649 
7,356 
8,620 
9,374 
9,705 
10,778 
10,605 

- 
- 
- 
- 
- 
- 
- 
- 
- 
- 
- 

3,535 
4,668 
4,859 
5,926 
6,649 
7,356 
8,620 
9,374 
9,705 
10,778 
10,605 

Source: Jambi in Figures 1990. 
 

The development of the economy in Jambi Province can also be seen from the 
increasing mobility of the community. Mobility became easier with the development 
of companies providing transportation services for the people of Jambi, serving 
intercity routes as shown in Table 8. 
 
Table 8. Public Transportation Companies Serving Intercity Routes in Jambi Province, 
1986-1990 

Regency/City Companies Buses Total Capacity Average Bus Capacity 
Kerinci 5 14 1,054 23 
Bungo Tebo 4 35 613 17 
Sarolangun Bangko 2 13 240 18 
Batanghari 4 55 1,140 21 
Tanjung Jabung 4 31 328 10 
Kotamadya Jambi 19 276 7,714 27 
Total 1990 38 454 11,089 24 
1989 23 276 5,187 19 
1988 37 440 12,262 28 
1987 34 414 11,105 27 
1986 30 301 8,536 28 

Source: Jambi in Figures, 1990. 
 

Based on the table, it can be concluded that infrastructure (road) improvements 
have indirectly influenced the increase in community mobility and driven the 
economic wheels of the people of Jambi Province, contributing to increased regional 
income. The ease of accessing public transportation due to adequate infrastructure has 
also made it easier for people to commute between their homes and workplaces. 



 
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Road Infrastructure Development in Jambi Province During the New Order Period | 52 

 
Conclusion 
The importance of road infrastructure development in Jambi Province lies in its role as 
a means to facilitate economic activity, the mobility of people and goods, and equitable 
development. This aligns with the conditions and characteristics of Jambi Province, 
which has a relatively large area but a small population and is a region that produces 
various types of agricultural and plantation commodities. 

Various types of natural resources in Jambi Province have been well-managed 
when infrastructure development is programmed according to plan. The success of 
road infrastructure development in increasing the production and productivity of 
agriculture and plantations in Jambi Province continues to improve. Inter-regional 
connections, both within Jambi Province and between provinces in Sumatra, have 
developed very well, making people's access to daily activities easier along with the 
development of road infrastructure during the New Order period. In addition, the 
government's program in equitable development efforts went quite well with the 
transmigration program filling the void in several areas in Jambi Province so that the 
utilization and processing of agricultural and plantation products can be optimized. 
 
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Informans 
Evi 
Hayatullisna 
Iwan 
Joni 
M. Haris 
M. Taufiq 
Marganti 
Mursiduddin 
Nurohman 


