EFFICIENCY ON INTERMODAL TRANSPORT Efendy Tambunan1 ABSTRAK Pertumbuhan pemukiman di wilayah JADETABEK(Jakarta, Depok, Tangerang, dan Bekasi) tidak sesuai dengan keberadaan sistem transportasi. Masalah ini menyebabkan perjalanan komuter ke tempat kerja memakai lebih dari dua angkutan umum. Hal ini menyebabkan pergerakan menjadi tidak efisien, pemborosan waktu. Pemanfaatan kendaraan intermoda dengan kombinasi sepeda motor-bus umum akan menjadi suatu solusi alternatif untuk membuat waktu tempuh perjalanan lebih singkat dan lebih murah. Survei yang berlangsung di lokasi parkir Cawang-UKI menunjukkan bahwa biaya rata-rata harian adalah Rp. 17.000,- dengan rata-rata perjalanan komuter sekitar 34 kilometer per hari. Transportasi berbasis sepeda motor-bus tidak hanya menciptakan biaya perjalanan yang efisien tetapi juga aksesibilitas yang baik dan jarak tempuh yang lebih pendek dalam perjalanan dari rumah ke tempat kerja. Kata kunci: sepeda motor, transpor intermoda, efisien

ABSTRACT The growth of settlements in JADETABEK (Jakarta, Depok, Tangerang, and Bekasi) region does not meet the existing transportation system. This problem causes that commuter’s trip to work place takes more than two minibuses. The trip of commuters using various public busses is not efficient and waste time. To make use the intermodal transport by motor cycle-public bus will be an alternative solution to reduce these problems. The result of the survey on the commuters who use motorcycle at Cawang-UKI parking location shows that the daily average cost of the travel is IDR 17,000, where the average daily trip of the commuters is about 34 kilo meters. The motorcycle-public-bus based transportation in this research is not only to create the efficient travel cost but also the good accessibility and shorter travel time in the home-to-work trip. Keywords: motorcycle, intermodal transport, efficiency

1

Department of Civil Engineering, Faculty of Engineering, Universitas Kristen Indonesia, Jalan Mayjen Sutoyo No.2, Jakarta 13630, INDONESIA, E-mail: [email protected]. Jurnal Sains dan Teknologi EMAS, Vol. 18, No. 4, November 2008

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1.

INTRODUCTION The growth of settlements has not been met with the existing of the transportation system. This problem plagues contemporary urban area such line-haul trip (i.e., home-to-work trip). Generally, the development of settlements and residencies spread to suburban (i.e., Depok, Tangerang, Bekasi, Cibinong, and so on). On the other side, the majority of work places are available in Jakarta. The use of the travel mode is heavily depending on the pattern of origins (home) and destinations (workplace), which is constantly changing. The changes have a strong effect on the number and types of trips as well as the modes chosen. In JADETABEK (Jakarta, Depok, Tangerang, dan Bekasi), the travel mode which is functioned as feeder is minibus. The minibuses serve commuters from settlements to transit locations. The commuters take the minibuses more than two times in transfer due to the existing of the roadway networks has not been met with the fixed route of minibuses. Using several minibuses as feeder is not efficient and wasting time. In addition to increasing the travel cost, the travel time becomes longer. There are two major characteristics affecting the choice of alternative mode, namely: travel time and travel cost. The characteristics of the trip also have an effect on the choice of mode. The choice of alternative mode is based on the cheaper travel cost and shorter travel time. In addition to the attributes of the available modes and the trip type, the socioeconomic status of the commuters affects the choice of the travel modes. 212

For the commuters who have the socioeconomic status in the low-middle class, motorcycles are an alternative solution to solve more than two transfers. It (motorized two-wheeler) offers flexibility, efficiency, and cheaper travel cost (Wilson, 1985). 2. METHODS 2.1 Data Collection Techniques The method used for the origindestination survey is the conventional method. The surveyors asked the commuters at the parking Cawang UKI location. This place was chosen as the location of the survey due to Cawang UKI location becomes the major access point of the commuters and public busses to several workplaces through highway. The surveyors asked them a several questions and the content of the questions included origin-destination, departure time, travel time, trip length, fuel consumption, mode after transit, and so forth. The number of surveyors is four people and of commuters are 30. These activities were taken place on the afternoon 27-28, January 2008 (Tambunan, 2008). 2.2. Public Bus Services Pattern The hierarchy patterns of the public bus services and the road network function for the public-transport mode are showed in Figure 1 (Tamin, 2000). Figure 1 shows the management of a designated route for public transporttation with a number of considerations i.e. the heavy public bus operated on an artery network; the middle public bus operated on a collector network; the minibus operated on local road.

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Artery Heavy bus

Arteri

Collector

Local

Kolektor

Lokal

Bus besar Middle bus

Bus sedang Mini bus

Bus kecil Figure 1. Hierarchy of road function

The intermodal transport chosen includes integrating of motorcycle and public bus. The motorcycles serve commuters from a local to collector road. Then, the heavy public busses serve from transit location to workplace. The transit for the both modes in this research is at the Cawang UKI location. 2.3 Modal Chose Model An intermodal transport choice procedure describes a movement model with the only two modes on transportation system in use, namely: public buss and private vehicle (motorcycle). Figure 2 in the following figure shows the process of a mode choice in Indonesia. 2.4

Modal Transport Change The commuters take minibuses from settlements to transit location using more than two modes. Taking more than two transfers will increase travel cost and excess travel time. The other impact of using more than two modes is they will leave home in the earlier morning in order to prevent wasting time due to congestion or the traffic jam. The characteristics of this trip have also an effect on the choice of travel modes. In order to reduce depending on the minibus, the commuters will choose the

motorcycles so that the travel to work becomes shorter time, lower cost, flextime in departure. The survey shows that the commuters made the average travel are about 34 km long. The Cawang-UKI location is chosen as the transit location of the intermodal transport for motorcycles and public busses due to this location is a primary entry or exits point for commuters from or destined to JADETABEK. In general, the motorcycles are parked weekly at this parking location from Monday to Friday on 07.00 AM to 06.00 PM. 2.5 Travel Cost The travel cost can be represented such as money, travel time and trip length or its combination which can be classified to the united cost. In this matter, the total travel cost in a route is the sum of the cost of each mode traveled. The method which used often is a method that defines the cost as a linier combination between length and time (Bruton, 1981):

Travel cost = a1 × a2 + a3 × a4 + a5

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Movement total

Non movement

Movement

On foot

Vehicle

Public

Motorized

Railway

Bus

Private

Non motorized (becak)

Motorized

Non motorized (Bicycle)

Car

Road

Motorcycle

Transits

Mode choice of transits Figure 2. Modal choice process in intermodal transport by motorcycle-public bus

where: a1 = time value (IDR/hour) a2 = travel time a3 = car operational cost (IDR/km) a4 = travel length a5 = parking charge (IDR/day) The value of time (a1) is difficult measured or quantified for each commuter, so the value of time can be neglected. The operational cost of motorcycles (a3) can be calculated based on assumption: • Fuel consumption (40 km/liter); 214

• Lubricating oil consumption (above 2,000 km - depending on motorcycles age); • Worn down of tire (depending on trip length and road surface quality); • Paying motorcycles credit (depending on type of motorcycles and down payment). Parking charge at the motorcycles Cawang UKI parking (a3) is IDR 4,000/day. The travel cost of a public bus depends on the trip length and the quality of its services. As mentionedabove formula, the public busses

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services are assumed that it can reach out workplace or its bus stop can be reached by commuters on foot. The efficiency of the travel is not measured by the ratio of the travel cost by motorcycles to intermodal motorcycles-public bus but measuring to accessibility and comfort. The rate of comfort is difficult measured with money and comfort for each commuter is different self, depending on the socioeconomic status of the trip makers. 2.5.1 Fuel Consumption The fuel consumption is affected through: a) trip length; b) traffic situation; c) engine power; d) driver behaviors; e) road surface quality, and so forth. From these several variables, the trip length and traffic situation have more effect than other variables such as engine power, driver behaviors, and road surface quality in fuel consumption. 2.5.2 Lubricating Oil Consumption The consumption of lubricating oil is affected by several factors namely trip length, motorcycle age, and periodical service rate. From all factors, the main factor in lubricating oil consumption is the trip length.

the service period of each motorcycle is obtained through questionnaire by assumming the periodical service is done in the periodical such as 3500 km (1-2 years), 3000 km (3-5 years), and 2000 km ( > 5 years). 3. RESULTS AND DISCUSSION The number of the motorcycles surveyed is 30 units. This number is not yet to represent the user of motorcycles, but 30 motorcycles is enough to describe the measured minimum to calculate the travel cost. The longer trip length includes Bekasi-Bogor, Cibitung-Kapuk, Pulo Gadung-Cibinong, and DepokTanjung Priok. The survey result shows that the average trip length is about 34 km. The travel cost of the commuters who use the intermodal transport is calculated by operational cost, parking charge and public bus fare. The formula to calculate the travel cost of the commuters is (Papacostas, 1993): Travel cost = operational cost + parking charge + public bus tariff

The several assumptions to calculate the travel cost are obtained from the surveyed price in January 2008, including; 2.5.3 Rubber Tire Worn-Down The calculation of the rate of a • Parking charge: IDR 4,000/day; rubber tire worn-down is based on trip • Lubricating oil price: length, and a road surface quality. The IDR 25,000/liter; easiest calculation to measure a rate • Tire change per 2 years (2 units): rubber tire worn down is based on the IDR 125,000/unit; trip length, and the others are difficult • Fuel consumption: 40 km/liter. measured so their influence can be • Fuel price: IDR 4,500/liter neglected. • Workday: 5 days/week The youngest surveyed motorcycle is 1 2.5.4 Service Period year old and the oldest is 7 years old. The periodical service is affected by The light periodical service of a motorcycles age. The information of motorcycles covers canvas change, Jurnal Sains dan Teknologi EMAS, Vol. 18, No. 4, November 2008 215

filling tire air, oil change, and tire change. The accuracy of this travel cost calculation is very depending on the validity of data from the commuters. Various commuters provided data but not correct due to several reason. For the illogical data, so these data can be corrected. Figure 3 shows the travel cost using the intermodal commuters (motorcycle – public bus) per day in month of January 2008 in JADETABEK region. The result of the travel cost calculation from these survey data (Table 1) is obtained that the lowest travel cost is IDR 6,300/day and the highest is IDR 27,000/day. The lowest travel cost is enabled due to the commuter to travel to work using their

companies bus. The average transportation cost is daily IDR 17,000. 4. CONCLUSION The intermodal transport by the motorcycle-public bus will increase the mobility and accessibility. It is cheaper than busses and gives the shortest travel time. Cawang UKI becomes intermodal transit because this location work as the access point from or to JADETABEK destination. The daily-average intermodal travel cost of the commuters is IDR 17,000 that including the public bus tariff, motorcycles credit, periodical service, parking charge, and lubricating oil change.

30,000

Cost/Day

25,000 20,000 15,000 10,000 5,000 0 1

3

5

7

9

11 13 15 17 19 21 23 25 27 29 Com m uters

Figure 3. Commuters and travel cost

Table 1. The travel cost of the commuters (see attachment) Daily cost Travel cost (IDR) The highest cost 27.300 The lowest cost 6.300 The average cost 17.000

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REFERENCES Bruton, M.J. (1981), Introduction to transportation Planning, Hutchinson & Co Ltd, London. Papacostas, C.S., and Prevedouros, P.D. (1993), Transportation Engineering & Planning, 2nd Ed., Prentice-Hall International, Inc., New Jersey.

Tamin, O.Z. (2000), Perencanaan dan pemodelan transportasi, Edisi 2, Penerbit ITB, Bandung. Tambunan, E. (2008), Analysis of Intermodal Transport by MotorcyclePublic Bus, Jurnal Sains dan Teknologi EMAS, Vol. 18, No. 3, Agustus. Wilson, A.G. (1985), Geography and the Environment Systems Analytical Methods, John Wiley & Son Ltd.

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