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20260920 110000 UTC
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[00:00:00] We are from outside the Iketut studio Arya Pria Utama, expert
[00:00:03] in Shipbuilding Hydrodynamics as well as professor at the ITS Faculty of Marine Technology
[00:00:06] and Haris Muhammadun, Chairman of the Indonesian Transportation Society or MTI. Good evening Professor
[00:00:10] Ketut and also Mr. Haris.
[00:00:13] Good evening
[00:00:16] Anggih. Well, I will start from the technical side first
[00:00:20] with the professor. So, if this
[00:00:23] all modifications Virgo ship is said to be a former Japanese ship, which basically operates in waters with different wave
[00:00:27] characteristics, right? Now, when a ship like this, professor, operates in the Java
[00:00:31] Sea, how big is the influence of wave characteristics on the ship's
[00:00:35] stability?
[00:00:38] Well, Mas Anggi,
[00:00:42] related to what good evening. A ship is
[00:00:44] built, of course, for a certain operational
[00:00:48] area. Now, in the case of the Virgo ship, it was
[00:00:52] reported in many news outlets, including for
[00:00:55] short distances of 180 km, then it was made
[00:00:59] in Indonesia for open seas. Now, in shipbuilding science, there must be
[00:01:03] an analysis called "ship performance" or, in
[00:01:07] more specific terms, "sea keeping." Now,
[00:01:11] which also needs to be this aspect is often neglected in the shipbuilding industry.
[00:01:14] So, ship owners or ship orderers often
[00:01:17] prioritize whether the speed has been achieved or not,
[00:01:21] for example, 15 knots. And whether it can carry enough passengers.
[00:01:25] Then, that's enough. Then,
[00:01:28] the ship was imported from Japan and brought to Indonesia without
[00:01:32] a sea-keeping analysis being conducted. Moreover, there were some changes made
[00:01:35] to adapt to the conditions in Indonesia. Now,
[00:01:39] that's what should have been done, Mas Anggi. So, there should be a sea-keeping analysis that must
[00:01:42] be included in the decision to
[00:01:46] operate a ship like KMP
[00:01:49] Virgo. Who should be supervising this,
[00:01:53] Professor?
[00:01:56] Well, it could be from, they usually use
[00:02:00] consultants, design consultants, or also from the class, of course.
[00:02:03] Hmm, yes, or parties that issue
[00:02:06] operational permits, for example, if operational permits are issued
[00:02:10] by KSOP or perhaps the Ministry of Transportation or the Directorate General
[00:02:13] of Sea Transportation. For example, they must ask for the analysis earlier
[00:02:17] that the ship used to sail in short-distance seas, then
[00:02:21] it was brought to open seas. Where is that analysis, then? Does it meet the requirements
[00:02:25] or not? Okay, I'll go to Mr. Haris. Mr. Haris, if from the public transportation
[00:02:29] side, it's not just about design, but also about feasibility and
[00:02:32] supervision, which the professor mentioned earlier. To what extent should the authorities
[00:02:35] ensure that the characteristics of this ship
[00:02:39] Then, if the weighbridge remain in accordance with the route and water conditions it passes through, Mr. Haris?
[00:02:42] Yes, well,
[00:02:46] from the Indonesian Transportation Society's perspective,
[00:02:49] this incident has happened
[00:02:53] repeatedly. Again and again,
[00:02:56] the transportation community
[00:03:00] requests the authorities, namely the Ministry
[00:03:03] of Transportation, to implement
[00:03:07] and what kind of cargo whether it's by all the regulations they have. As
[00:03:09] Mr. Tulus mentioned earlier,
[00:03:12] the team, or let's say, those on there are actually regulations for importing
[00:03:15] that. Then, also in used ships in the trade minister's regulation,
[00:03:18] which states that the maximum
[00:03:21] age is 15 years. Now, when
[00:03:25] the age is above that, there must be
[00:03:28] a consultant analysis, as Prof. Ketut mentioned. What kind?
[00:03:31] Especially if it was also mentioned that
[00:03:35] the intended use is different. If the intended use there
[00:03:38] is for short distances, and here it is used for long
[00:03:41] distances, then of course, it must be
[00:03:44] done very rigorously. What is the reason
[00:03:48] for this? So that it doesn't cause
[00:03:51] casualties among the public, who really want to
[00:03:55] arrive safely at their destination, paying
[00:03:58] for something. The public just
[00:04:00] Okay. What wants to reach their destination safely and comfortably,
[00:04:03] with affordable costs. The public doesn't know that if it already has
[00:04:07] a permit, then of course, all
[00:04:10] aspects related to safety, seaworthiness,
[00:04:13] and others are already guaranteed. That is
[00:04:16] what the public expects. Therefore,
[00:04:19] there are already many regulations. Just implement
[00:04:23] those regulations. Then, in
[00:04:25] terms of supervision, the supervision must be truly
[00:04:29] effective. When the SPB or
[00:04:32] sailing permit is issued,
[00:04:35] then, of course, all aspects must already be considered
[00:04:38] so that the ship
[00:04:41] can be comfortable and arrive safely at its destination. Mr.
[00:04:45] Haris, for example, if you say that actually the Ministry of Transportation
[00:04:49] should just implement its own regulations. If MTI sees it or finds loopholes in the field,
[00:04:53] is it actually in supervision, in enforcement, or actually in
[00:04:56] the regulations?
[00:05:00] Yes, actually, yesterday, MTI
[00:05:03] held a webinar
[00:05:07] that brought together experts, including the chairman of KNKT and sailor
[00:05:10] communities. Regarding the Virgo ship
[00:05:14] accident, then MTI also conducted a mini
[00:05:17] polling. This means we asked all participants.
[00:05:21] It turns out that indeed,
[00:05:25] supervision is the most important thing, and that is related to what
[00:05:28] KNKT found or KNKT recommended.
[00:05:32] KNKT's recommendations from every
[00:05:35] ship accident that occurs,
[00:05:38] more than 70%
[00:05:41] recommend that supervision
[00:05:44] be carried out or
[00:05:47] that the aspect of operational supervision
[00:05:50] be truly carried out, because the front line
[00:05:54] or the most effective guardian is the
[00:05:57] regulator. For example, okay, safety
[00:06:01] culture or the community itself
[00:06:04] is indifferent to it. For example, they want to force
[00:06:08] it because there is no other service, they want to
[00:06:11] force themselves to enter there. Then, from the operator's side, perhaps they are negligent
[00:06:15] regarding maintenance and upkeep.
[00:06:19] For example, the last line of defense that can ensure
[00:06:22] that is the regulator, the
[00:06:25] government, because the SPB is issued by
[00:06:28] the port authority, which is part of the
[00:06:32] regulator, that's it, Mas Hangi. Has Mr. Haris ever
[00:06:35] communicated with the regulator about that finding, which was
[00:06:38] almost 70%?
[00:06:41] Yes, yesterday we invited representatives from the Ministry
[00:06:45] of Transportation from Dir
[00:06:47] Lalala, because yesterday the acting director general
[00:06:51] of sea transportation had already changed. So, yesterday,
[00:06:55] the one who participated in the discussion with MTI was Dir
[00:06:58] Lalala. We agreed yesterday with Dir Lalala,
[00:07:02] "Let's create a piloting project, a
[00:07:05] piloting project in one port where the mechanism
[00:07:09] is implemented properly."
[00:07:12] This means that from the moment the ship
[00:07:16] is about to depart, 1.5
[00:07:19] hours beforehand, it should already know how many vehicles
[00:07:23] will enter, how many people will
[00:07:26] enter, so that the placement,
[00:07:29] for example, parking, and
[00:07:33] also, for example, cargo, the cargo
[00:07:36] of goods, this is often undetected, so
[00:07:40] KNKT also notes that because of fire. That's a certain percentage, right?
[00:07:44] As a result of ship accidents, they also know what the cargo
[00:07:47] is. Okay, yes.
[00:07:51] at the port also has to function,
[00:07:55] so that they know the weight that needs to be transported, how many people, how many vehicles,
[00:07:58] how much cargo. Is it still okay?
[00:08:02] Well, we want to do that.
[00:08:05] Yesterday, with the Ministry of Transportation, MTI urged, "Let's
[00:08:09] do it in one location
[00:08:12] that we really implement it." We are embarrassed.
[00:08:16] This means that other modes of transportation,
[00:08:19] air, whether it's by train, we used to know
[00:08:23] that trains were a mess, but finally it could be done like
[00:08:28] the air, I once had an experience where everything had to be weighed
[00:08:31] first. The cargo was weighed, the people were weighed,
[00:08:35] which ultimately meant that the last passengers
[00:08:38] could not depart. Now, this is something good for
[00:08:42] us. Now, we want to do this, and yesterday we gave input
[00:08:46] to Dir Lalala. They will try to discuss
[00:08:50] this, and in the near future, MTI will issue a policy brief
[00:08:53] from the polling results, from the discussion results, and from
[00:08:57] our policy formulation team. That's it, Mr. Sanggi. Okay, Mr. Haris
[00:09:01] and Professor, there's one thing that also became public attention yesterday,
[00:09:04] all of our attention, regarding the modification or alleged
[00:09:08] modification of this ship. Now, ships sometimes
[00:09:12] undergo changes, including the addition of structures or decks
[00:09:15] to increase passenger capacity. Technically, Professor, how
[00:09:19] much can such changes affect or alter
[00:09:22] the center of gravity and stability of the ship? After the break,
[00:09:26] Professor, please answer. And viewers, please stay with us in Ram Time News.
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[00:12:30] Still with us from outside the studio, viewers. Iketut Arya Pria Utama, expert
[00:12:33] in shipbuilding hydrodynamics, as well as professor at the ITS Faculty of Marine Technology, and
[00:12:37] Haris Muhammadun, chairman of the Indonesian Transportation Society.
[00:12:41] Professor, let's talk about ship modifications, Professor. Imported
[00:12:44] ships are sometimes modified, including the addition of structures or decks to
[00:12:48] increase passenger capacity. Technically, Professor, how much
[00:12:52] can such changes alter the center of gravity
[00:12:55] and ship stability?
[00:12:58] Well, Mas Anggi, so ships imported from
[00:13:02] four-season countries, especially many cold winter
[00:13:06] seasons, so when imported to Indonesia, which is a tropical
[00:13:09] country, many openings are usually
[00:13:12] made. Why are openings made? As I said,
[00:13:16] so that there is enough wind, thus saving energy. So, if a ship in
[00:13:20] a cold country uses heaters, in
[00:13:23] Indonesia it uses AC because it's hot around it.
[00:13:27] Now, of course, this would be very wasteful. If no
[00:13:30] changes were made, perhaps the ship ticket would be very expensive.
[00:13:33] Now, the creation of openings is permitted
[00:13:37] according to classification rules, but there are regulations. Everything must be checked,
[00:13:41] examined for its impact on ship stability,
[00:13:45] on performance, including the addition of superstructure.
[00:13:48] Virgo is actually a ship that
[00:13:51] is very vulnerable to safety because
[00:13:55] the comparison between the height of the ship's superstructure
[00:13:58] and its width is very extreme,
[00:14:02] so the metacentric point tends to rise, and if
[00:14:06] it's like a pendulum, if it sways, it will be very slow,
[00:14:09] so it is easily capsized or difficult
[00:14:12] to recover. Now, that is generally, forgive
[00:14:16] me, as far as I know, not really considered
[00:14:19] when modifications are made and then the ship
[00:14:23] is operated. So, it only relies
[00:14:25] on the assumption that a ship is like a vehicle on
[00:14:29] the road. But this is the sea. So, the sea is always
[00:14:32] wavy, swaying, and sometimes the sea is calm,
[00:14:35] sometimes very extreme. The wave height can be 3 to 4
[00:14:39] meters, and that is not sufficiently taken into account. Now, that
[00:14:42] should be done in the analysis when changes
[00:14:45] are made. Okay, Mr. Haris, who should then
[00:14:49] ensure that such changes or modifications do not lower safety
[00:14:53] standards? Yes, so
[00:14:57] again, the government
[00:15:00] has the biggest role,
[00:15:03] because the last line of defense is definitely the government or
[00:15:06] the regulator. Even if the operator,
[00:15:09] as mentioned earlier, makes modifications,
[00:15:13] then they also have reasons.
[00:15:16] For example, they have hired
[00:15:20] consultants who say it is safe,
[00:15:23] but again, to get
[00:15:26] seaworthiness certification, it must be checked
[00:15:29] again by an expert team.
[00:15:33] Then, the Ministry of Transportation does not operate alone. They should
[00:15:36] also have teams that carry out
[00:15:40] verification and then conduct very
[00:15:44] strict trials, because we know that, again,
[00:15:47] our weather, our archipelagic and maritime environment
[00:15:51] is very extreme if
[00:15:55] something happens. Therefore,
[00:15:58] of course,
[00:16:01] made, whether they
[00:16:04] involved an expert team, perhaps
[00:16:07] hired by the operator, but again, the final
[00:16:11] authority that can permit it is the regulator.
[00:16:14] So, that is also
[00:16:19] MPI did yesterday, polling. For example, if
[00:16:23] asked who is most responsible for the implementation
[00:16:26] of this, it is, again,
[00:16:29] 56.5%
[00:16:31] answered that it is the regulator.
[00:16:35] Then, the remaining 30
[00:16:37] to 7 point something percent is the
[00:16:41] operator, and the rest is indeed
[00:16:44] our societal culture, our public education,
[00:16:49] educated to prioritize,
[00:16:51] for example, if it's not necessary to depart, then don't
[00:16:55] depart, because safety is the number one
[00:16:58] priority. That's it, Mas Hangi. Okay,
[00:17:02] Mr. Haris, yesterday there was a confession from the survivors that they did not
[00:17:06] hear any warnings when the incident occurred. What is your response to
[00:17:09] a situation like this? Is there a wrong procedure here?
[00:17:12] Yes, definitely, because
[00:17:16] again, actually, if the SPB
[00:17:20] is executed correctly, the SPB shouldn't
[00:17:23] just be administrative. It should be, the
[00:17:26] sailing approval letter shouldn't just be administrative, but
[00:17:30] it must be done, even if it has to be random, right?
[00:17:33] How is the ramp check? How is the detection?
[00:17:37] How are the safety equipment? How are
[00:17:41] the lifeboats? So, all of that must be done,
[00:17:44] a ramp check, before the SPB
[00:17:47] is issued or released.
[00:17:50] Now, this is very ironic.
[00:17:54] This incident occurred, and then there's such a confession.
[00:17:57] And in my opinion, the public has the right to
[00:18:00] file a class action, to file a lawsuit,
[00:18:04] right? This will be a consideration for the Indonesian Transportation Society
[00:18:08] to advocate for this. Okay, good, Professor. I will
[00:18:11] go into a little technical detail, Professor. If
[00:18:14] the ramp door or the vehicle deck
[00:18:18] leaks and water then enters,
[00:18:20] of course, this water will move freely following the ship's movement. How can the water's movement
[00:18:24] in a large compartment without bulkheads cause
[00:18:27] a free surface effect and also make the ship
[00:18:30] suddenly lose stability, Professor? Could this be one of the
[00:18:34] theories why the ship might have capsized?
[00:18:39] It's very possible, Mas Anggi. I once read a KNKT report
[00:18:42] a few years ago about a ship accident in Teluk
[00:18:45] Buni. It was concluded that the ramp
[00:18:49] door was not watertight, then water
[00:18:52] entered, and there was no channel to
[00:18:56] drain it. Now, there should be one on a ship because a ship has what is called
[00:18:59] a camber or curvature. So, if water enters, it will flow to the left and
[00:19:03] right, and there are holes around to drain
[00:19:06] that water. Now, from the investigation case back then,
[00:19:09] it turned out that there was an opening, an opening that should have been closed,
[00:19:13] but it was open, and water entered there. Approximately 12 hours later, the ship
[00:19:16] eventually capsized. So, if it's a small leak, it takes a long time,
[00:19:20] but it continues, and eventually the ship also capsizes, because the water
[00:19:24] will sway. So, there is what is called the "sloshing effect" in the shipbuilding
[00:19:27] world. So, for example, if an oil tanker carrying
[00:19:31] Pertamina oil is not filled completely, don't be surprised if it rolls over due to the swaying,
[00:19:35] right?
[00:19:38] Mr. Haris said earlier,
[00:19:40] that the authorities must indeed
[00:19:43] issue a kind of certificate. In the world
[00:19:46] of shipping, there's something called ISM Code, Mas Anggi. So, the
[00:19:50] ISM Code becomes an international standard that was issued
[00:19:53] after a ship accident in England called Herald of Free
[00:19:56] Enterprise. So, the ISM Code doesn't just check technical issues, but also administration.
[00:20:00] So, in the future, if there's an investigation, onshore operators
[00:20:04] and so on must also be checked. Maybe some don't have knowledge
[00:20:08] about shipping. So, they just hire people
[00:20:11] and pay them whatever they can afford,
[00:20:14] then they join the work and they don't understand. Okay,
[00:20:18] Professor, yes, we often still talk about technicalities. We often
[00:20:21] hear about the domino scenario where water enters, the ship lists, then the cargo
[00:20:25] shifts because the restraints fail to hold it, whether it's a truck or
[00:20:28] a car. Technically, at what point can this situation
[00:20:32] change from a listing ship to rapidly losing stability,
[00:20:35] Professor?
[00:20:38] Ship stability is the ability of the ship to
[00:20:41] return. So, if there is a list,
[00:20:44] it lists to one side, then the cargo shifts to the other side, it becomes
[00:20:48] lighter, right? So, it's like when we play
[00:20:52] as children, so if one side is too heavy, the person on
[00:20:55] the other side is light. The light side won't be able to turn it
[00:20:59] back because the other side is already very heavy. That's what happens. So, if the cargo
[00:21:02] shifts, it moves
[00:21:06] to the right, and the right side is too heavy, then I'm afraid it won't be able to return
[00:21:10] again. Okay, and that is affected by the lack of lashing and
[00:21:14] perhaps also, I'm sorry, too much cargo. Can this theory
[00:21:17] then reinforce the statements
[00:21:21] from the witnesses who said that the ship listed quickly,
[00:21:24] Professor? According to the laws of physics,
[00:21:28] we can model it, Mr. Anggi. So, if there is an investigation later, we can
[00:21:32] model it, whether that condition was true.
[00:21:35] So, people will be more convinced. So, usually, if there's
[00:21:39] proof, real evidence, people will be convinced, "Oh, yes, that's indeed the cause."
[00:21:42] So, cargo is heavy. So, if a truck or
[00:21:46] something shifts to the right, listing like that, there will be no force
[00:21:50] to return it to the other side, and it will continue, especially
[00:21:53] if water enters as well, that adds more weight, and finally,
[00:21:57] the ship capsizes. That's it.
[00:22:00] Okay, Mr. Haris, from the statements of passengers or witnesses
[00:22:04] that will later be verified by investigators, for example, regarding bad weather
[00:22:08] or emergency warnings, how important is such information, Mr. Haris,
[00:22:11] to assess whether safety procedures have been followed?
[00:22:14] berjalan
[00:22:16] Yes, of course, it's very important, because the passengers
[00:22:20] will definitely be able to tell
[00:22:23] what happened. Then,
[00:22:26] as Professor Ketut mentioned earlier,
[00:22:29] the investigation will not only involve
[00:22:33] maritime personnel or passengers, but also those on
[00:22:37] land. Because, the stability
[00:22:40] point, especially the
[00:22:44] cargo weight on the ship, is very important. Yesterday, in the
[00:22:47] MTI discussion, it came up that there was a "petro" or
[00:22:51] truck regulator, so to speak, who didn't have
[00:22:54] experience, didn't have anything to regulate the
[00:22:58] placement of vehicles entering the ship. Now, this shouldn't
[00:23:02] happen. This means we always
[00:23:05] urge, even every Eid,
[00:23:09] MTI submits recommendations to the
[00:23:12] government to, for example, quickly
[00:23:15] codify the vehicle
[00:23:17] loads on the ship,
[00:23:20] so that trucks are in one place, motorcycles
[00:23:24] are in another place, then cars are
[00:23:27] in another place. That
[00:23:31] will already be calculated
[00:23:34] from the perspective of the ship's center of gravity or stability.
[00:23:37] Its center of gravity. That's why I said earlier
[00:23:41] at the beginning of this presentation,
[00:23:44] it's about how, 1.5 hours
[00:23:48] before the ship departs, it is already known
[00:23:52] how many people, how many vehicles,
[00:23:57] is on board. So, the team,
[00:24:02] the ship or the crew, as well as the crew on land,
[00:24:05] can already coordinate regarding the placement or center of gravity
[00:24:09] mentioned earlier, so that when there is extreme weather, as Professor Ketut
[00:24:13] mentioned, if a ship lists, it can quickly return,
[00:24:16] it can perform a good stability analysis, then it can quickly
[00:24:20] make adjustments again, that's it,
[00:24:23] Mas Anggi. Okay, Mr. Haris, if we bring this up to the policy
[00:24:26] level, so after we saw this Virgo incident,
[00:24:30] earlier Mr. Haris mentioned that evaluating the
[00:24:33] regulator is very important, from A to Z. What
[00:24:37] can the public or passengers do themselves? What should
[00:24:40] they pay attention to from the moment they board the ship, Mr.
[00:24:44] Yes, well, of course, the public is easy, if
[00:24:48] the system, yes the system that is used,
[00:24:52] starting from when people buy tickets to board the ship,
[00:24:55] it is already well-systematized, it is already
[00:24:58] well-zoned. It's easy for the public,
[00:25:02] really. Why is it like that? If Indonesian people go to
[00:25:06] developed countries, they can be orderly because the system
[00:25:09] is well-organized. Actually, the public
[00:25:13] is, uh, uh, that's it.
[00:25:16] What needs to be educated is
[00:25:19] don't force yourself to board,
[00:25:22] don't force yourself to board if,
[00:25:25] for example, the maximum load, let's say,
[00:25:28] of a certain number of people has been met, don't force
[00:25:32] or don't compel to board. I once had an experience
[00:25:35] when I had to go to Sorong to
[00:25:39] Raja Ampat, and then people flocked
[00:25:42] to the ship. What I appreciated at that time
[00:25:45] was that we waited a long time on the ship,
[00:25:49] and then there was an announcement from the port authority
[00:25:52] that due to bad weather, the ship would
[00:25:55] not depart. I was grateful because the people who forced their way on at that
[00:25:59] time, that could be done when...
[00:26:03] it's well-systematized. If, let's say, you buy
[00:26:06] tickets now, at ASDP, there's a ferry. Now, that ferry
[00:26:10] should already know, but unfortunately, our ferry system
[00:26:13] is still only for entering the crossing
[00:26:16] or the crossing terminal, not for entering ship A, ship B, ship
[00:26:20] C. It can't do that yet. Now, if it could do that,
[00:26:23] then it would be much better. That's why, as I said, piloting is very
[00:26:27] important for how, starting from the
[00:26:30] land system, then entering
[00:26:32] the ship, it can really be done well. If that is successful,
[00:26:36] then immediately duplicate it to other places. The government must
[00:26:40] move quickly and there should be no more
[00:26:43] accidents. One life lost is too
[00:26:46] many. That's it, Mr. Angi. Alright, Professor. Do you have
[00:26:49] anything to add, Professor, regarding this matter, Professor?
[00:26:53] Yes, I'd like to complement what Mr. Haris said. When we
[00:26:57] fly on an airplane, I've sat in the
[00:27:00] front seat. When? I once deliberately bought a business class
[00:27:04] ticket to find out how the procedure was
[00:27:08] flown. So there's a checking, there are ground crew
[00:27:11] checking and so on until they give a thumbs up.
[00:27:14] Okay, the plane can fly. If it's not yet, it can't
[00:27:17] be done, no matter the time and so on. Well, on
[00:27:21] a ship, it should be the same. So the checks are carried out according
[00:27:25] to their respective fields, and the assigned personnel are trained people. Mr. Aris was right
[00:27:29] to say that the truck regulator on the ship is most likely
[00:27:33] untrained or poorly trained. So they just remove it. In an airport,
[00:27:37] that's not allowed. So all the crew are trained and perform
[00:27:40] their functions well. And we saw before that there were
[00:27:43] airplane accidents in Indonesia, so we were banned from flying to Europe, and
[00:27:47] eventually it was complied with. And finally, the level of aviation
[00:27:50] safety in Indonesia became very good again. Well, this should be
[00:27:54] imitated in maritime shipping. I think that's it from
[00:27:58] Mr. Haris' notes. Thank you, Mr. Anggi. Well, thank you,
[00:28:01] Professor Utut and also Mr. Haris, for your technical insights and from the transportation side. This is certainly
[00:28:05] very important to provide understanding to the public, while also waiting for the official investigation
[00:28:09] results to find out the full chain of causes of the Virgo incident. Good night,
[00:28:12] Professor and also Mr. Haris.
[00:28:16] And we will be back with more information. Viewers, please stay with us for
[00:28:20] prime time news. One of them is the Berau Health Department, East Kalimantan, which recorded
[00:28:24] more than 5,000 cases of ISPA
[00:28:27] due to the haze
[00:28:28] from forest fires.
[00:28:39] Presented
[00:28:40] by,
[00:28:44] supported
[00:28:45] by,
[00:28:51] The first time I drank Lay mineral, I briefly
[00:28:54] thought, how can there be water
[00:28:58] that's so fresh, like it's a little sweet? Where did
[00:29:01] that taste come from? Enjoy
[00:29:46] Top Cappuccino, Italian flavor from Wings
[00:29:49] Food.
[00:29:51] The first time I drank Lay mineral, I briefly
[00:29:55] thought, how can there be water
[00:29:58] that's so fresh, like it's a little sweet? Where did
[00:30:01] that taste come from? I saw the Lay mineral
[00:30:04] factory myself. The water comes from natural mountain
[00:30:08] springs, rich in natural minerals. And it turns out
[00:30:11] that these minerals are what make the water taste
[00:30:14] a little sweet. Lay mineral, healthy minerals
[00:30:18] protected. This Sunday, land mafia
[00:30:22] is real. Four people suspected of being Minister Nusron's right-hand men were caught
[00:30:25] in a sting operation for collecting and distributing billions
[00:30:28] of rupiah.
[00:30:30] The funds were given to smooth out the process of land
[00:30:32] services.
[00:30:35] How far can the flow of illegal funds be traced by
[00:30:37] the KPK?
[00:30:40] The corruption network in the land office on Metro
[00:30:43] This Week, Sunday, September 20th,
[00:30:46] at 10:30
[00:30:47] PM.
[00:30:51] The first time I drank Lay mineral, I briefly
[00:30:55] thought, how can there be water
[00:30:58] that's so fresh, like it's a little sweet?