3. Lecturer, Transportation Engineering, Hasanuddin University Corresponding Author: Muh. Akbar

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1 International Journal of Engineering & Technology IJET-IJENS Vol:18 No:03 28 Combination of the IPA-SWOT-AHP Models For the Formulation of the Road Network of Development Policy (A Case Study in Merauke Regency, Papua Indonesia) Muh. Akbar 1, Muhammad Yamin Jinca 2, Jamaluddin Rahim 3 1 Postgraduate Student, Master Degree of Transportation Planning, Hasanuddin University dhudheakbar@gmail.com 2 Professor for Transportation Planning, Urban and Regional Planning, Hasanuddin University, my_jinca@yahoo.com 3 Lecturer, Transportation Engineering, Hasanuddin University Corresponding Author: Muh. Akbar Abstract-- Merauke Regency has 1.2 million hectares of agricultural potential, potentially producing around 5.2 million tons of paddies per year, equivalent to 5.41 percent of national rice production. The development of road infrastructure has not been able to support Merauke as National Food Barns, resulting in a lack of distribution of logistics. Limited development budgets require a planning strategy with effective development priorities. Based on the results of the analysis of Importance Performance Analysis (IPA) and the SWOT analysis (Strength, Weaknesses, Opportunities, and Threats) recommended an aggressive strategy for the development of road infrastructure. Analytical Hierarchy Process (AHP) used indicates that the main priority for the development of the road network is a Tanah Miring road segment, Semangga road, Kuprik road and Kurik road section, the next priority as support is Salor road and Wendu road segment. Index Term-- Road Development, Agricultural Commodity Productivity, Accessibility I. INTRODUCTION Merauke Regency is known to have 1.2 million hectares of agricultural land, with changes in the function of peat lands and non-conservation forests into productive rice fields. The land is flat and allows for agricultural mechanization. President of the Republic of Indonesia, Joko Widodo in his speech proclaimed Merauke Regency as the center of national food producers with the term "National Food Barns" with this area, it is estimated that there will be 5.2 million tons of rice per year, equivalent to 5.41 percent of national rice production, percent of the total of Papua Province, or percent of total production in Papua Island. Tanah Miring District, Kurik District and Semangga District are supported by 6 road segments namely Kuprik road, Wendu road, Semangga road, Tanah Miring road, Salor road and Kurik road segment as shown in Figure 1. The road segment administration is classified as district Street. Based on the functional classification of the road network, the Kuprik road is a collector road with a width of 7 meters and Wendu road, Semangga, Tanah Miring, Salor and Kurik are local primary roads with a width of 6 meters [1,2,3]. The development of transportation facilities and infrastructure has not been fully supported as a National Food Barns. The length of roads in Merauke Regency in 2015 reached 1,820,211 km, paved roads only reached percent [4]. The road conditions are inadequate, resulting in a lack of commodity traffic, staples and essential ingredients to support community mobility. Transportation is an activity of moving people or goods from one place to another that takes place in a space [5]. Improving the development of transport and improving the accessibility of the region will be able to improve basic services to the community in improving the level of welfare and quality of life [6,7,8]. The need for an efficient and effective transportation system with cheap transportation costs and the right delivery time becomes one of the transportation planning purposes in logistics systems [9]. The limitation of development budget and the high cost of developing the transportation network requires a strategy towards sustainable planning and the determination of development priorities and the development of effective transportation facilities and infrastructure, based on needs based on the reality of the pattern of community activities formed in a regional transportation order [10,11].

2 International Journal of Engineering & Technology IJET-IJENS Vol:18 No:03 29 This research uses Importance Performance Analysis (IPA) method to find out gap between hope and performance of the road network, the SWOT method (Strength, Weaknesses Opportunities Threats) to formulate road development strategy from internal and external aspect. The surplus or deficit analysis maps the yields of paddy productivity, which are then continued in the AHP method as a solution of prioritizing the development of the road network to support the National Food Barns. AHP is a multi-criteria decision analysis method for complex problem solving, Fig. 1. Research Sites including the development of infrastructure alternatives in road network development [12,13,14,15]. Method and Model Development This research uses qualitative method and quantitative method. Measurement of satisfaction and determination of road network development strategy used analysis of Importance Performance Analysis (IPA) and SWOT (Strength Weaknesses Opportunities Threats). The Analytical Hierarchy Process (AHP) is used to determine the priority of road network development. Development Style Purpose of Analysis IPA Determine the gap of road network satisfaction level SWOT Determine road network development strategy AHP Determining the priority of road network development Policy-Making II. RESULTS AND DISCUSSION Regional Development The strategy of regional development in Merauke Regency in the realization of national food barn process, seen Fig. 2. Model Research Development Chart from the achievement of government performance in infrastructure development and public expectation. The importance Performance Analysis (IPA) method assesses the factors that are relevant to the choice to be observed, finding

3 International Journal of Engineering & Technology IJET-IJENS Vol:18 No:03 30 clarity between the gap of performance satisfaction with the development of road network infrastructure. Fig. 3. Cartesian diagram of road network development strategy The results of analysis of 40 samples consisting of operators, users and the public assessed the road infrastructure with good performance and as expected by the community is located on the sloping Land Road located in Quadrant II. Kuprik, Semangga and Kurik road segments show the performance of road networks that are considered to be lacking and have high community expectations and are located in Quadrant I. Performance and Low expectations are on the Salor and Wendu roads in Quadrant IV. Strategy of road network performance improvement formulated by SWOT method (Strength, Weaknesses, Opportunities, Threats), found clarity that strategy is aggressive.

4 International Journal of Engineering & Technology IJET-IJENS Vol:18 No:03 31 The result of the matrix between Internal Factors Analysis Summary (IFAS) and External Factors Analysis Summary (EFAS) is to support the aggressive strategy contained in Quadrant II. Surplus or Deficit Differences in population and production of foodstuffs and other agricultural commodities in each district make food needs unequal in the district. Some districts have Surplus. While some districts experience food deficit thus requiring transportation network from source of product to consumer [16]. Fig. 4. SWOT Strategy Diagram In 2016, the population in Merauke regency numbered 220,006 Souls, an increase of 1.58 percent, the number of harvests in the same year increased by percent, from 153, tons to 190, tons Average per capita consumption per day in Indonesia is kg per day or equivalent to 1 kg of rice for 8 people at one meal [17]. In the region of Papua, per capita consumption per day reached kg per day or equivalent to 1 kg of rice for 6 people in one meal. The estimated surplus of deficit is shown in Table I. Table I Number of Surplus or Device of Rice in Merauke Regency 2016 No. District Name Surplus Deficit No District name Surplus Deficit 1 Kimaam -138,41 11 Malind ,71 2 Waan -213,71 12 Merauke ,29 3 Tabonji -374,41 13 Naukenjerai 1.397,42 4 Ilwayab -691,43 14 Semangga ,47 5 Okaba -393,20 15 Tanah Miring ,46 6 Tubang -190,22 16 Jagebob 3.277,53 7 Ngguti -252,46 17 Sota -336,31 8 Kaptel -178,57 18 Muting -516,85 9 Kurik ,15 19 Elikobel 649,70 10 Animha -88,68 20 Ulilin 246,06 Total , ,54 Source: Result of analysis, 2018

5 International Journal of Engineering & Technology IJET-IJENS Vol:18 No:03 32 It can be concluded that Merauke Regency Surplus is 171, tons. Thus Merauke Regency can send rice to 11 districts in Papua Province with a total population of 2,186,184 people to meet food needs in the land of Papua. Priority of Road Network Development Analytical Hierarchy Process (AHP) data using the questionnaire with leber scale weight according to planned chart as in Appendix 1. Eigen Vector is determined after normalization test and data consistency test which can be seen in appendix 2. The higher Eigen Vector value, the higher benefits of the road. Here are the order and priority diagrams according to the Eigen Vector values that have been calculated based on the AHP method Criteria Table II Priority order based on Eigen Vector value in AHP Sub criteria Delivery 0,49 Easy to reach 0,44 On time 0,31 Fluent and fast 0,21 Regular 0,04 Quality 0,31 Low Pollution 0,66 Comfortable 0,13 Secure 0,10 Safe 0,07 Orderly 0,04 Cost 0,20 Efficient 0,42 Rates 0,31 Accessibility 0,15 Capacity 0,08 Integrated 0,03 Source: Result of analysis, 2018 It can be concluded that the results of AHP analysis indicate the fact delivery is a priority criterion in the development of the road network with sub-criteria easy to achieve, timely, smooth, fast and timely. Fig. 5. Priority road network development diagram

6 International Journal of Engineering & Technology IJET-IJENS Vol:18 No:03 33 The accumulation of Eigen Vector on selected alternatives is set by the priority of development of the road network on the Tanah Miring road, Semangga road, Kuprik road and Kurik road segment. The next priority as a supporter is Salend and Wendu road links. III. CONCLUSIONS AND RECOMMENDATIONS Priority development and road handling strategies to create a National Food Barns is the improvement of road performance, planning and supervision of road construction to fulfill people's expectations. The aggressive strategy of road network development is very supportive of the realization of the National Food Barns. The distribution of the deficit surplus is a description of the regional distribution needs used for the development of the road network. The priority of road network improvement in the smooth distribution of food logistics and supporting the realization of the national food granary lies on the road of Tanah Miring, Semangga road, Kuprik road, Kurik road section. Furthermore, as a supporter is Salor road and Wendu road segment. REFERENCES [1] Ministry of Transportation Republic of Indonesia National Transportation System Study at the level of local transportation in Papua province in supporting the priority development of production centers in the economic corridor Maluku - Papua (Merauke district) [2] Samri, Muhammad, et al Performance of Primary Rural Road Transport (A Case Study in North Luwu, South Sulawesi Indonesia). International Journal of Engineering and Technology. 60(2): [3] Rachman, N.M., et al The Development of Rural Road Transport Network in Baraka-Enrekang Regency, South Sulawesi Indonesia. International Journal of Mechanical and Civil Engineering. 14(5):41-45 [4] Central Bureau of Statistics Merauke In Figures Merauke: BPS [5] Jinca, M.Y. (2015). Book/Training Course Lecture Module. Master Program in Transportation Engineering and Faculty of Engineering. Hasanuddin University. Makassar [6] Angela, D.H. and Salim, K., Accessibility modelling: predicting the impact of planned transport infrastructure on accessibility patterns in Edinburgh, UK. Journal Of Transport Geografi, United of Kindom. [7] Bert, et al, 2004, Accessibility appraisal of integrated landuse/transport strategies: methodology and case study for the Netherlands Randstad area, Belanda [8] Buyan P.K. dan Das A.K., 2014,Level of Service Criteria of Urban Streets Using Clustering Large Aplication (CLARA), Advances in Transportation Studies an International, India. [9] Jinca, M.Y. (2011). Sea Transportation Indonesia. Surabaya: Brilliant International 10] Riadi, Alan. (2009). Analysis of Regional Development and Priority Direction of Road Network Handling In Bogor Regency. Thesis from Bogor Agricultural University. [11] Jaurianty, Sri, et al Stakeholder Knowledge of Sustainable Road Implementation In Buru Regency. International Journal of Mechanical and Civil Engineering 15 (2): [12] Miller W, Collins W, Steiner FR, Cook E (1998) An approach for green way suitability analysis landscape and urban planning. Int J Geogr Inform Sci 42 (2 4): [13] Tiwari DN, Loof R, Paudyal GN (1999) Environmental-economic decision-making in lowland irrigated agriculture using multi- criteria analysis techniques. Agric Syst 60 (2): [14] Jankowski P. (1995). Integrating geographical information system and multiple criteria decision making methods. Int J Geogr Inf Syst 9(3): [15] Wang F, Hall GB, Subaryono (1990). Fuzzy information representation and processing in conventional GIS software: database design and applications. Int J Geogr Inform Syst 4 (3): [16] Jonarti, et al The Development of Sub Terminal Agribusiness Sumillan As A Transaction Center of Agribusiness Results in Enrekang Regency, South Sulawesi Indonesia. International Refereed Journal of Engineering and Technology. 6(10):38-42 [17] Central Bureau of Statistics Statistics Indonesia Year Jakarta:BPS Criteria Sub Criteria Alternative Road s Table III Eigen Vector values of AHP results Quality (Q) = 0,31 Cost (C) = 0,20 Delivery (D) = 0,49 Low Safe Comfort Orderly Secure Accessibility Integrated Capacity Tariff Efficient Regular Fluent and fast Easy to reach Pollution 0,07 0,13 0,04 0,10 0,66 0,15 0,03 0,08 0,31 0,42 0,04 0,21 0,44 Safe Comfort Orderly Secure Low Pollution Accessibility Integrated Capacity Tariff Efficient Regular Fluent and fast Easy to reach On Time R.J. Kuprik 0,03 0,03 0,40 0,17 0,17 0,35 0,44 0,17 0,40 0,11 0,08 0,14 0,38 0,14 R.J. Wendu 0,05 0,05 0,05 0,03 0,35 0,23 0,03 0,03 0,24 0,02 0,04 0,03 0,06 0,03 R.J. Semangga 0,19 0,20 0,22 0,35 0,23 0,17 0,13 0,25 0,15 0,25 0,35 0,21 0,16 0,25 R.J. T. Miring 0,49 0,46 0,16 0,24 0,12 0,12 0,10 0,40 0,11 0,39 0,24 0,43 0,25 0,40 R.J. Salor 0,09 0,11 0,11 0,09 0,08 0,08 0,07 0,07 0,06 0,07 0,17 0,08 0,12 0,08 R.J. Kurik 0,15 0,15 0,08 0,12 0,05 0,05 0,23 0,09 0,04 0,16 0,13 0,11 0,03 0,09 Source: Analysis Result, 2018 On time 0,31 Total 3,00 1,23 3,10 3,92 1,28 1,47

7 Appendix International Journal of Engineering & Technology IJET-IJENS Vol:18 No:03 34 Hierarchy I Hierarchy II Hierarchy III Hierarchy IV Goal Criteria Sub Criteria Alternative Safe Comfortable Quality Orderly Kuprik Road Secure Low Pollution Wendu Road Accessibility Development of Road Network Cost Integrated Enough Capacity Semangga Road Affordable Tariff Tanah Miring Road Efficiency Regular Kuprik Road Delivery Fluent and Fast Easily Achieved Kurik Road On time Fig. 5. AHP chart