MODEL OF CONTAINER FREIGHT OF HUB AND FEEDER PORT TO SUPPORTING OF SEA TOLL IN EASTERN OF INDONESIA

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1 International Journal of Civil Engineering and Technology (IJCIET) Volume 9, Issue 10, October 2018, pp , Article ID: IJCIET_09_10_048 Available online at ISSN Print: and ISSN Online: IAEME Publication Scopus Indexed MODEL OF CONTAINER FREIGHT OF HUB AND FEEDER PORT TO SUPPORTING OF SEA TOLL IN EASTERN OF INDONESIA Farid Padang Doctoral Student of Civil Engineering Department, Hasanuddin University, Makassar M. Saleh Pallu Professor, Civil Engineering Department, Hasanuddin University, Makassar Lawalenna Samang Associate Professor, Civil Engineering Department, Hasanuddin University, Makassar Sakti Adji Adisasmita Professor, Civil Engineering Department, Hasanuddin University, Makassar ABSTRACT This research can show the picture of Marine Tolerance in order to increase the competitiveness of Indonesia both domestic and International Trade. Toll sea passes in eastern Indonesia require performance improvements in Hubs and Feeder Ports that are heavily influenced by accessibility through the consolidation of container freight in line 2 warehouses as well as establishing an integrated and sustainable connectivity network model through synergy between ship operators, port managers and owners of both domestic and international goods Resulting in traction, distribution, generation from line 2 to provision of container vessels to reinforce existing routes and create new sea toll routes. The potential of container freight from East in the form of commodity of raw goods for plantation, agriculture, mining and energy both domestic and export consumption. This interconnection network is integrated and into 1 exclusive cycle ranging from trucks on land to sea container shipping under the principle of having container carriers available at the port of origin to be transported. Subsequent activities of container harbor time assurance include loading and unloading speed as well as ensuring optimization of ship network interconnection at 2 Port Hubs and 8 Feeder Ports by ship operators/owners. With state of this model of interconnection system can accelerate the strengthening of the implementation of Sea Toll in the form of additional Feeder in the form of domestic Transhipment ( domestic hub) in the Port of East Indonesia and there are double port functions either as Feeder or Hub Port through the opening of new domestic routes and international trade routes in addition to the Government set so that the target of strengthening Toll sea through acceleration of container transport can be realized and can decrease price disparity between East and West Indonesia Which could lead editor@iaeme.com

2 Model of Container Freight of Hub and Feeder Port to Supporting of Sea Toll in Eastern of Indonesia to improvements in the Indonesia Logistics Performance Index to better than the 54in 2015 year rank set by the World Bank. This in turn can boost economic growth in Eastern and National Indonesia in general. Key words: Sea toll, Port feeder, Port hub, Accessibility, Interconnection. Cite this Article: Farid Padang, Farid Padang, Lawalenna Samang, Sakti Adji Adisasmita, Model of Container Freight of Hub and Feeder Port to Supporting of Sea Toll in Eastern of Indonesia, International Journal of Civil Engineering and Technology (IJCIET) 9(10), 2018, pp INTRODUCTION The era of globalization was marked by the formation of the Asian Economic Community (AEC) which triggered trade competition between countries in the Southeast Asia, Asia and International region and became a necessity for Indonesia to have to adapt. One of the Government of Indonesia's Jokowi-JK programs namely Nawacita about the Sea toll can be used as a solution to anticipate the AEC. In its implementation the Government has set several rules covering PP No. 2 of 2015 concerning the National Medium Term Development Plan (RPJMN) of and PP No. 32 of 2012 concerning the National Logistics System (SISLOGNAS) in and in 2012 there is a master plan Acceleration of Indonesia's Economic Development (MP3EI) on the corridors of East Indonesia, namely Sulawesi, Papua, Maluku and Kalimantan. The sea toll program can improve Indonesia's competitiveness because it reduces logistics costs so that a strategy is needed to accelerate in the form of an increase in accessibility index, interconnection of sea transportation networks in Eastern Indonesia so that economic utilities grow rapidly and evenly. The accessibility factor of integrated container transport is divided into 3 parts, namely the logistics transport zone from the container stacking field by truck to the port, the container haulage trucking zone in the port area and the container ship transport zone to the destination port. Need to plan a balanced container transportation strategy in each zone so that imbalance cargo can be eliminated. The main obstacle of imbalance cargo is in zone 1 namely cargo collection in the container depot or dry port outside the port has not been centralized because it is still partial and separate where export goods are not evenly distributed in some ports in eastern Indonesia, truck access points and trains to the port have not equally. Constraints in zone 2 are for export goods waiting time for container stacking goods at the port (dweling time) due to exporters not preparing export documents before being transported to the port and not all TPS (temporary landfills) are available for export while in zone 3 it is difficult to get transport vessels because ship operators prefer the location of the port, which has a large number of container transports and low port fare. Institutions or agencies that need to collaborate for accelerated synergies include Cargo Owners, port operators, ship operators, forwarding/emkl, exporters and importers, local governments, loading and unloading companies and buyers/customers (consigne). In supporting the Sea Toll in Eastern Indonesia requires strategic steps in the Hub and Feeder Port, with the establishment of an accessibility index through consolidation of container transport in warehouses and dry ports, creating an integrated and sustainable network interconnection model through synergies between ship operators and good port operators domestic and international resulting in a pull, a balanced distribution with generation on the supply of container ships with new and routine routes formed. This interconnection network is integrated and can be exclusive in the form of logistics lines by trucks or trains with minimum container capacity available for transportation and continuous editor@iaeme.com

3 Farid Padang, Farid Padang, Lawalenna Samang, Sakti Adji Adisasmita transportation. The next activity is speed guarantee that the waiting time at the port includes the speed of loading and unloading and the guaranteed interconnection optimization of the vessel network in 2 Hubs and 7 Port Feeders by the operator / ship owner. With the interconnection system model, it can accelerate the implementation of Sea Tolls in Eastern Indonesia faster than the target and evidenced by the growing and growing national economic growth. Seaborne shipping is the most important mode of transport in international trade. In comparison to other modes of freight transport, like truck, aircraft, train and pipeline, ships are preferred for moving large amounts of cargo over long distances, because shipping is more cost efficient and environmentally friendly [1]. Reviews of maritime transport provided by the United Nations Conference on Trade And Development [2] show that about 80% of international trade is transported (at least partly) by sea. Sea transport can be separated into dry bulk (e.g. steel, coal and grain), liquid bulk (e.g. oil and gas) and containerized cargo. In 2013, containerized cargo is with a total of 1.5 billion tons responsible for over 15% of all seaborne trade, which resulted in a world container port throughput of more than 650 million twenty-foot equivalent units (TEUs). The shipping market comprises three types of operations: tramp shipping, industrial shipping and liner shipping [3]. 2. LITERATURE REVIEW 2.1. Sea Transportation Infrastructure Network The sea transportation infrastructure network is in the form of a port, based on its hierarchical function which consists of the main port, collection port and feeder port. The main port is a port whose main function is to serve domestic and international sea transportation. Collection port is a port whose main function is to serve domestic sea transportation activities. The port feeder port whose main function is to serve a limited number of domestic sea transportation. According to the Government Regulation of the Republic of Indonesia Number 61 of 2009 concerning the port that the port has a very important role as a node in the transport network (port as transport mode) in accordance with the hierarchy that can support industrial or trade activities, as a spatial system (port as spatial system) in the development process, as a gateway that can encourage the growth of other small ports that are located within its area of influence, as a port as Servant of shipping and transport mode transfer activities, as a place for distribution, production and consolidation of cargo or goods that can increase income and employment (port as multiplier effects) Strategic Issues for Strengthening National Connectivity One of the priorities prioritized in the context of national connectivity is the network between Hubs and Port Feeders where the focus is on strengthening national connectivity to support the acceleration and expansion of Indonesia's economic development related to the sea transportation system are: a) intra-corridor economic connectivity, b) connectivity between economic corridors and international connectivity. In the path of connectivity there are 4 components forming the connectivity posture. National Logistics System: Indonesia is in desperate need of an integrated national distribution system to be able to ensure the availability of basic commodities in a fair and equitable manner. The performance of Indonesia's logistics system at this time can be said to be not optimal, which is explained by the national logistical situation that is currently underway, where the key commodities factor as a driving force for logistics activities has not editor@iaeme.com

4 Model of Container Freight of Hub and Feeder Port to Supporting of Sea Toll in Eastern of Indonesia been coordinated effectively, transportation infrastructure has not been adequate such as Hub and Feed ports that have not been managed in an integrated manner, effective and efficient, as well as the ineffectiveness of intermodal transportation and interconnection between port infrastructure, warehousing, transportation and the hinterland region (Sislognas 2012 Blueprint) in accordance with Presidential Regulation No. 26 of 2012 Development of transport in Indonesia is guided by the National Transportation System (Sistranas) set by Minister of Transportation based on the Minister of Transportation Regulation No. KM 49 of In Sistranas explained that the sea transportation network consists of two components, namely the sea transportation service network in the form of routes that are dissected according to the activities and nature of its services and network of sea transportation infrastructure consisting of nodes in the form of sea ports and traffic spaces in the form of shipping lines Planning Network for Sea Transportation Services The shipping network according to [4] is classified as a circular shipping route, the pendulum cruise line and the hub-spoke shipping lane. Illustration of the type of network can be seen in Figure 1. Figure 1. Typology of the shipping network [5] explains, there are several characteristics that need to be considered in the design of the shipping network, including number of intersection points, type of operation, type of demand, constraints in scheduling at the port, number of fleet vessels, fleet composition, ship speed, satisfaction of service users. There are three general models in shipping operations, namely liner, tramper and industry shipping [3,6]. Liner shipping often operates on closed routes with fixed transit schedules and ports, the loading and unloading process is carried out at each port and there is almost no shipping without cargo. As for tramper shipping, loading of goods is carried out at one port of origin to one or two destination ports. Whereas in industrial shipping, ship shipping is controlled by the owner of the goods. A common problem in transporting regular/scheduled shipping is in planning a ship service network, where there is a request package that will be transported to several ports, so that the operator must be able to plan an efficient shipping network. Several ports visited during the trip to the destination port can act as transshipment ports where the cargo is editor@iaeme.com

5 Farid Padang, Farid Padang, Lawalenna Samang, Sakti Adji Adisasmita transferred from one ship/mode to another ship/mode [7]. Based on this, the position of the feeder and hub port is needed to support the service network. 3. RESEARCH METHODOLOGY 3.1. Research Design 1. Phase identification of socio-economic characteristics of the region including geography, demography and hinterland conditions and regional economic growth, so that activity patterns and potential areas in the corridors of Sulawesi, Papua and Maluku, Kalimantan can be described in 9 IBT Ports included in the Sea Toll Road. 2. Stage of Establishment of marine transportation infrastructure and networks in Eastern Indonesia. a. Location identification consists of 2 Hub Ports and 7 Feeder ports. Technique Sample research by taking primary data samples by distributing questionnaires and management interviews with each port population 30% as well as real secondary data obtained from port performance and types of commodity raw materials and finished goods transported both domestically and export with containers b. Identification of the characteristics of container transport cargo load 2 Hub, namely Makassar and Bitung and 8 Feeder namely Balikpapan, Samarinda, Ambon, Ternate, Kendari, Sorong, Jayapura, concerning the origin of the destination of the cargo and the amount of cargo moving from an area of origin to a destination c. Analysis of the performance of ship and container services based on the capacity and quality of service of port facilities and the growth of the flow of cargo transportation in Eastern Indonesia 3. Port hierarchy structuring stage, where based on the Sea Toll Road stage, this stage is carried out to determine which ports have the potential as feeder ports and international hubs and hubs in East Indonesia as interconnection and intra connections between 8 feeders and 2 Sea Toll hubs can be developed. 4. Testing phase of the Sea Toll policy with optimization of the liner shipping network and industrial shipping. 5. Network optimization modeling stage and accessibility of container transportation will be analyzed network optimization method with Four Stage Genartion, linear programing with multi Location and Time of Research The location of this study includes PT. (Persero) Pelindo IV which supervises the ports stipulated in the and Sislognas RPJMN which are stipulated to support the Sea Toll Road in Eastern Indonesia, at the ports to be studied. Time of research planned for 18 months Statistic Analysis Generating and Pulling Modeling and Movement Distribution Distribution In the transport movement generation / pull modeling can use a regression analysis model. Regression analysis models can be used to model the relationship between two or more variables. In this model there is an independent variable (Y) which has a functional relationship with one or more independent variables (Xi), which can be expressed by the equation : Y = a + b 1 X 1+ b 2 X 2 + +b n X n (1) One method for obtaining MAT is one of the modes in the synthetic method, namely the gravity model (GR). The model is the most well-known spatial interaction method and is often used because it is very simple, easy to understand and use. Here are some equations used in the GR model : T id = A i O i B d D d f (Cid) (2) editor@iaeme.com

6 Model of Container Freight of Hub and Feeder Port to Supporting of Sea Toll in Eastern of Indonesia 4. RESULT AND DISCUSSION By using a population of 10 ports that have been designated as port areas categorized as existing Hubs and Feeders in Eastern Indonesia from 25 ports determined in RJPMN in 2015 as marine toll lanes. In the analysis conducted in this study determined the dependent variables consisting of : Dependent Variable Y = WLHPLB: Port Area (feeder and Hub Port) Independent Variable X1 = JMLKMDUGL: Number of superior commodities X2 = TRGHPK: Troughphut container X3 = THC: Terminal Handling charge X4 = JMTRUK: number of trucks X5 = DRAFTDER: Pier Draft X6 = GRDK: Growth Container The above variable which consists of the dependent variable which is the determination of the port used as the port respondent in Eastern Indonesia which is included in the part of the 24 sea tolls that has been determined while the independent variable is filtered from approximately 10 main variables into 6 variables that are closely related to the activity at the site The Hub and Feeder Port as for the independent variables mentioned above include the number of superior commodities (JMLKMDUGL), annual container capacity called container throughput (TRGHPK), terminal handling charge (THC), number of trucks (JMTRUK) that support distribution both at the origin port as well as the port of destination, dock draft or dock depth which affect the size of the container transport vessel which is a condition for determining the feeder or hub port and the last variable is the growth of container transport (TRGHPK) which is calculated annually which shows that the growth trend in the eastern region is still rising. because the development of the hinterland is still possible to grow because in the western region it is very full of industry while the special economic zones and industrial areas even those associated with ports which are scopes with a smaller scale than the region are the construction of dry ports or inland container depots still in the planning development as an effective means for cargo consolidation so that multi-modal integration for container distribution will be smoother. Table 1 shows description statistics from this study. Table 2 shows the normal distribution table. N Mean Std. Deviation Table 1. Statisic description Minimum Maximu m Percentiles 25 th 50th (Median) WLHPLB JMLKMD UGL TRGHPK THC JMTRUK DRAFTD ER GRPK th editor@iaeme.com

7 Farid Padang, Farid Padang, Lawalenna Samang, Sakti Adji Adisasmita Table 2. Normal distribution table WLHPLB JMLKMD UGL TRGHPK THC JMTRUK DRAFTD ER GRPK N Mean Normal Parameters a,b Std Most Extreme Differences Deviation Absolute Positive Negative Kolmogorov-Smirnov Z Asymp. Sig. (2-tailed) a. Test distribution is Normal b. Calculated from data Descriptive analysis can illustrate that if Sig> 0.05 then the data is normally distributed while if Sig <0.05 then the data is not normally distributed. Significance of data for the dependent region of the port area 1 Hub & Feeder Port location is> from 0.05, which means that the data is normally distributed while the number of superior commodities obtained (0.47), obtained container throughput (0.463), terminal handling charge is obtained ( 0,217), number of trucks obtained (0,421), dock draft obtained (0,225), container growt obtained 0,768) where independent variables> 0,05, so 6 data variables l> 0,05 which means data is normally distributed so the data of these variables can be continued with regression analysis. Data analysis with multiple regression testing for the port area of the Hub and Feeder Port categories to determine the effect of independent variables on the port area (Hub and Port Fedeer) in supporting the sea toll starting with the hypothesis criteria Ho1 : There is no influence between independent variables on the port area (feeder and hub port) partially Ha1 : There is an influence between independent variables on the port area (feeder and hub port) partially. The hypothesis for simultaneous influence is : Ho2 : There is no influence between independent variables on the port area (feeder and hub port) simultaneously. Ha2 : There is an influence between independent variables on the port area (feeder and hub port) simultaneously. Based on ANOVA analysis, the simultaneous effect of independent variables X1, X2, X3, X4, X5, X6 on the dependent variable Y is determined in two ways : a.. If the Signification Sig > 0.05 then Ho2 is accepted and Ha2 is rejected Sig < 0.05 then Ho2 is rejected and Ha2 is accepted Where the analysis shows the significance value of 0.694> 0.05 means that Ho is received simultaneously there is no influence between 6 independent variables, namely the number of superior commodities (X1) through container input (X2), terminal handling charge (X3), number of trucks (X4), draft dock (X5) growt petikemas (X6) to the port area. b. Jika F count < F Table then Ho2 accepted dan Ha2 rejected F count > F Table then Ho2 rejected dan Ha2 accepted Where is F table (v1 = k, V2 = n - k -1) finished (v1 = 6, V2 = 3) = (table F) then by using one-sided test (5%) F count where F count <F table then Ho is accepted so that there is simultaneously no influence between 6 independent variables, namely the number of superior commodities (X1) through container input (X2), terminal handling charge (X3), editor@iaeme.com

8 Model of Container Freight of Hub and Feeder Port to Supporting of Sea Toll in Eastern of Indonesia number of trucks (X4), dock draft (X5) container growt (X6) on the dependent variable of the port area (Hub and Feeder Port). Based on the t test, the analysis of the influence of the number of superior commodities, container throughput, terminal handling charge, number of trucks, dock draft, container growt of the port area was carried out using two sides t table because the t count values were positive and negative (df = n -1; two side / 0.025) obtained (9 / 0.025) = and t count the number of superior commodities (0.206), container throughput (-0.566), terminal handling charge (0.487), number of trucks (0.418), dock draft (-0.172) container growt (-0.200) in which the 6 variables are in the Ho area are accepted so that there is no partial effect on these 6 variables on the port area as shown in Figure 2. DAUN PERMULAAN DAUN PUNCAK ,262 0,418 Figure 2. Graph of variable results From this study the significance value of 6 independent variables is the number of superior commodities (0.850), container throughput (0.611), terminal handling charge (0.659), number of trucks (0.704), dock draft (0.875) container growt (0.854) all> 0.05 then Ho is accepted so that there is no influence from these 6 variables on the port area (feeder and hub port). The analysis for collinearity statistics is indicated by VIF where the results of the classic assumption test are obtained from the number of superior commodities (2,651), throughput of containers (7,371), terminal handling charge (1,266), number of trucks (1,279), draft dock (4,673) growt petikemas (1,193) so is between 1-10, which means that there is no multicollinearity, namely that there are no similarities between independent variables with other independent variables in one model. Partially, the significance of the number of superior commodities (0.850), container throughput (0.6), terminal handling charge (0.659), number of trucks (0.704), dock draft (0.875), container growt (0.854) where independent variables> 0.05, so that 6 these variables do not partially affect the port area. The regression equation is : Y = -3, ,797 X X X X X X6 + e Partially 6 Variables : The number of leading commodities does not affect the port area of meaning that if the number of leading commodities increases by 1 unit, the port area increases and has no effect of assuming other variables are constant. Container troughphut does not affect the port area means that if the container throughphut rises by 1 unit, the port area decreases & has no effect of assuming other variables are constant. The terminal handling charge has no effect on the port area of meaning that if the container throughphut rises by 1 unit, the rising port area has no effect of assuming other variables are constant editor@iaeme.com

9 Farid Padang, Farid Padang, Lawalenna Samang, Sakti Adji Adisasmita The number of trucks does not affect the port area of 0.501, meaning that if the number of trucks increases by 1 unit, the port area will not increase by 0.501, assuming other variables are constant. The dock draft has no effect on the port area of which means that if the dock draft rises by 1 unit the port area decreases & does not affect by assuming other variables are constant. Container growt does not affect the port area , meaning that if the container growt rises by one unit, the port area decreases no matter by 0.41 with another constant varaibel assumption. With the results of the research obtained, sea highway strengthening can be carried out on these 10 ports with the formation of new routes, especially for feeder status in Maluku, Papua and Kalimantan, which can be increased to become hubs and now it has been proven that Makassar (Hub 1) has a feeder support from Pantoloan Port. and Kendari and Bitung (Hub 2) received support from Ternate feeder direct call export ships can be done from Balikpapan (Hub 3) received support from feeders Samarinda and Ambon (Hub 4) received support from feeder Jayapura and Sorong to destination countries China, Japan and Korea and this can be seen in the image of the new route that has been formed. Figure 3 shows the results of the latest route images made based on the results of this study. Figure 3. The latest route image results 5. CONCLUSIONS The regression equation produced is : Y = -3, ,797X1-1,029X X X X X6 + e In the t test partially the 6 ports do not significantly affect the port area because adjust r square is below 28.8% but the correlation of independent variables to dependent is obtained by 2 variables while 4 negative correlation variables can be ignored. The 2 variables are terminal handling charge with a percentage of 98% while the number of trucks with a percentage of 20.9% editor@iaeme.com

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