Transjakarta vs Transjogja

7/21/2019 Transjakarta vs Transjogja

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I n t erna t iona l Forum for Rura l T ranspor t

and Deve lopmen t

Indones ian Forum Group for Rura l T ranspor t

and Deve lopment ( IFGRTD)

Research on Rural Water TransportationCharacteristics

in 3 Provinces in Indonesia

CENTER FOR TRANSPORTATION AND LOGISTICS STUDIESGADJAH MADA UNIVERSITY

Address: Kompleks UGM, Bulaksumur E -9, Jogjakarta 55281Phn.62-274 901076, HP: 0812 278 1806; Fax. 62-274 901076;E-mail: [email protected] Website: www.pust ral-ugm.org


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TABLE OF CONTENTS

TABLE OF CONTENTS ................................................................. iLIST OF TABLES .......................................................................iii

LIST OF FIGURES .....................................................................iv

LIST OF BOXES ........................................................................vi

GLOSSARY .............................................................................vii

1. INTRODUCTION.............................................................. 1-1

1.1. Background and research objectives .............................................................................1

1.2. The context of development within rural water transport development in Indonesia.......2

1.2.1 Economic crisis and the poverty issue ...............................................................2

1.2.2 Decentralization, rural development and strategies for alleviating

poverty in society ............................................................................................3

1.3. National regulation on water transportation ..................................................................4

1.4 Study area illustration ..................................................................................................5

1.4.1 Indonesia genera l illustration ............................................................................5

1.4.2 General illustration of study locations ................................................................71.5 Study review and prior research .................................................................................14

1.6 Research methodology ...............................................................................................15

2. RURAL WATER TRANSPORT CHARACTERISTICS: SUMMARY OF

CASE STUDIES IN 3 PROVINCES........................................ 2-1

2. 1 RWT policy in the study areas .......................................................................................1

2. 2 Current water transport characteristics .........................................................................1

2.2. 1 Boat use and traffic...........................................................................................12.2. 2 Routes and tariff...............................................................................................2

2.2. 3 Ship Types and Ship Engines ............................................................................3

2.2. 4 Transportation ownership and operation............................................................8

2. 3 Water transport fleet availability .................................................................................10

2. 4 Economic and social issues .........................................................................................12

2.4. 1 User characteristics.........................................................................................12

2.4. 2 Transportation Nuisances of Water Life ...........................................................15

2. 5 Rivers technical conditions .........................................................................................15

2. 6 Shipping safety and security .......................................................................................17


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2. 7 Financing Rural Water Transportation .........................................................................17

2. 8 Boat Operational Cost Analysis ...................................................................................18

3. STRATEGIC ISSUES OF WATER TRANSPORTATION DEVELOPMENTIN RURAL AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

3.1 Competition and Integration .........................................................................................1

3.2 Water Transportation Infrastructure and the usage and Water Management..................2

3.3 Operations and Safety ..................................................................................................3

3.4 Business Competition, Regulation and Transportation Managements .............................4

REFFERENCES


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LIST OF TABLES

Table 1. 1 Comparison between the number of land and water transportation

infrastructures in 3 provinces ..........................................................................1-1

Table 1. 2 Climatic conditions of Indonesia ...................................................................... 1-6

Table 1. 3 General condition of study a reas in South Sumatera ........................................ 1-8

Table 1. 4 Social demography and local economy activities conditions

study areas in South Sumatera ....................................................................... 1-8

Table 1. 5 Riau Province general condition .....................................................................1-10

Table 1. 6 Social demography and local economy activities conditions

study areas in Riau Province ..........................................................................1-11

Table 1. 7 West Kalimantan Province general condition.................................................. 1-12

Table 1. 8 Social demography and local economy activity conditions

study areas in West Kalimantan Province .......................................................1-13

Table 2. 1 Routes and tariff for river transport in South Sumatera....................................2-2

Table 2. 2 Routes and tariff for river transport in Riau...................................................... 2-2

Table 2. 3 Routes and tariff for river transport in West Kalimantan...................................2-3

Table 2. 4 Water transport specification in study areas .................................................... 2-8

Table 2. 5 River traditional transportation operation characteristics.................................. 2-9

Table 2. 6 Piers condition in study area...........................................................................2-9

Table 2. 7 Number of Installed Signs ............................................................................. 2-10

Table 2. 8 Water transportation development in South Sumatera ................................... 2-11

Table 2. 9 Water Transportation Development in Riau....................................................2-11

Table 2. 10 Water Transportation Development in West Kalimantan.................................2-11

Table 2. 11 Income level in respected study area ............................................................2-14

Table 2. 12 BOC for Ogan and Lalan River ....................................................................... 2-18

Table 2. 13 BOC for Okura and Selat Panjang..................................................................2-19

Table 2. 14 BOC for Sekura and Pontianak.......................................................................2-19


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LIST OF FIGURES

Figure 1. 1 Percentage of the rural population in poverty in Indonesia, 1976 2000....... 1-2

Figure 1. 2 Percentage of poor residents within total province population........................ 1-3

Figure 1. 3 Map of Indonesia and the location of case studies ......................................... 1-6

Figure 1. 4 Study location in South Sumatera Province ...................................................1-7

Figure 1. 5 The number of poor residents in South Sumatera Province............................ 1-7

Figure 1. 6 Photograph of aquatic condition of Galih Sari Village, Lalan River................... 1-8

Figure 1. 7 Talang Pangeran Village, Ogan River.............................................................1-9

Figure 1. 8 The number of poor residents in Riau Province .............................................. 1-9

Figure 1. 9 Location of study areas in Riau Province......................................................1-10

Figure 1. 10 Dugout for passengers and freight transport in Okura Village ...................... 1-10

Figure 1. 11 Passengers activity in Selat Panjang............................................................1-11

Figure 1. 12 The number of poor residents in West Kalimantan Province ......................... 1-12

Figure 1. 13 Location of study areas in West Kaimantan Province....................................1-13

Figure 1. 14 Survey location: Kapuas Besar Pier ............................................................. 1-14

Figure 1. 15 Survey location in Sambas Regency ............................................................1-14

Figure 1. 16 Research Methodology ................................................................................1-16

Figure 2. 1 Passengers and Freight Activities ..................................................................2-2

Figure 2. 2 Yanmar Engine .............................................................................................2-3

Figure 2. 3 Ketek Boat....................................................................................................2-4

Figure 2. 5 Single-Level junkung boat.............................................................................2-5

Figure 2. 6 Multi-level junkung boat ............................................................................... 2-6

Figure 2. 7 Water Bus..................................................................................................... 2-6

Figure 2. 8 Interior and Sketches of Jukung Boat............................................................ 2-6

Figure 2. 9 Barges .......................................................................................................... 2-7

Figure 2. 10 Dugout .........................................................................................................2-7

Figure 2. 11 Bandung/Houseboat .....................................................................................2-8

Figure 2. 12 Impermanent pier at Okura Village (a) and permanent pier

at Selat Panjangs ......................................................................................... 2-9

Figure 2. 13 Sign installed on river channels ................................................................... 2-10

Figure 2. 14 Trip purposes for river transport ................................................................. 2-12

Figure 2. 15 Trading activities on riverbanks ................................................................... 2-12

Figure 2. 16 Reasons for using water transport ...............................................................2-13

Figure 2. 17 Water Transportation Usage at Ogan and Lalan River.................................. 2-13

Figure 2. 18 Water Transportation Usage at Siak River ...................................................2-14


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Figure 2. 19 Water Transportation Usage at Sekura........................................................ 2-14

Figure 2. 20 The living conditions of the community in study area................................... 2-15

Figure 2. 21 Retaining wall to prevent abrasion .............................................................. 2-15

Figure 2. 22 Canal at low tide .........................................................................................2-16


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LIST OF BOXES

Box 1 Strategic Policy......................................................................................... 1-4

Box 2 To See My Sweet Heart in Neighbor Village ............................................. 2-13

Box 3 Sunken Ship ............................................................................................. 3-3

Box 4 Entrepreneur Profile ................................................................................. 3-4

Box 5 One Stop shop.......................................................................................... 3-5

Box 6 Lebung Desa ............................................................................................ 3-5


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GLOSSARY

ABRI/now TNI (Angkatan Bersenjata

Republik Indonesia)

: Indonesian Army

APBD (Anggaran Pendapatan Belanja

Daerah)

: Local Budget

ASDP (Angkutan Sungai, Danau dan

Penyeberangan)

: River, Lake & Ferry Transport

BAPPEDA (Badan Perencanaan

Pembangunan Daerah)

: Local Planning Agency

BPS (Biro Pusat Statistik) : Central Bureau of Statistics

DFID : Department for International Development

Dinhub (Dinas Perhubungan) : Communication Office

GAPASDAP (Gabungan Pengusaha

Angkutan Sungai, Danau dan

Penyeberangan)

: Association of Water, Lake and Crossing Transport

Entrepreneurs

HP/PK : Horse Power

HTI (Hutan Tanaman Indonesia) : Indonesia Forestry Plants

Kalangan : Market Day, it is a traditional market occurs

temporarily. This idiom is used in many

transmigration areas or villages which the markets

are not permanent and they use boats as

transport.

Lanting : Floating house on water way attached to the land

LASDAP (Lalulintas Angkutan Sungai,

Danau dan Penyeberangan)

: Water, Lake and Crossing Transport Traffic

Lebung Sungai : Rivers auction system at particular rivers channel (

usually it is auctioned for 1-2 months)

MUBA : Musi Banyuasin (Name of area)

OKI : Ogan Komering Ilir

P : Primer, it is a code for channels (like classification

in highways: primer, secondary , collector, etc.). It

was developed in transmigration area to water the

rice field and transportation. P1 means primer

channel No. 1

P 3 S (Proyek Pengairan Pasang Surut) : Low and High Tide Irrigation Project


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P2DR (Proyek Pengembangan Daerah

Rawa)

: Slump Area Development Project

PDRB (Pendapatan Daerah Regional

Bruto)

: Gross Regional Domestic Product

Pemda (Pemerintah Daerah) : Local Government

PNS (Pegawai Negeri Sipil) : Civil Employee

POLRI (Polisi Republik Indonesia) : National Police

Ponton : Non Motorised boat with rectangular shape use to

transport wood

PP (Peraturan Pemerintah) : Governments Law

Propeda (Program Pembangunan Daerah) : Local Development Program

PT (Perguruan Tinggi) : University

Renstra (Rencana Strategis) : Strategic Plan

RT (Rukun Tetangga) : Neighbourhood Organisation

RW (Rukun Warga) : Community Organisation

SBNP (Sarana Bantu Navigasi Pelayaran) : Shipping Navigation Assistance System

SDM (Sumber Daya Manusia) : Human resources

SK (Surat Keputusan) : Decree Letter

Speed Boat : Rivers transport mode with machine attached at

the back of the boat (removable) with capacity 2

4 persons. High speed

Steigher : Small port to picking up and dropping of

passengers, with wood construction

SWS (Satuan Wilayah Sungai) : Rivers area unit

TGGI - TGGO : Serial number for boat

Wartel (Warung Telekomunikasi) : Telecommunication Service

WIB (Waktu Indonesia Barat) : West Indonesia Time

WITA (Waktu Indonesia Tengah) : Central Indonesia Time

Working Unit : Now also called as Monitoring Posts for water area,

placed on certain places on channels to monitor

traffic, record boats load and safety guards


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1. INTRODUCTION

1.1. Background and research objectives

The role of water transportation in various areas in Indonesia are very important, especially in

remote places which are unreachable by land transportation. The condition of the development ofwater transportation at this moment seems to be stagnant as a result of the expansion of landtransport and the decrease of demand. The sea area of Indonesia is about 7.9 million square kmwhich position Indonesia as a nation with people navigation as its basic power to develop itseconomic sector. Unfortunately, Today the operational of Indonesias navigation causing the lack offoreign exchange because most of export-import transports are conducted by foreign ships, thatthey should pay the shipment with foreign currency. This shortage becomes a constraint to thedevelopment of Indonesian shipping.

Water transportation system can not be separated with the general transportation system, andother activities owned by the local and has regional development process which want to widen itsmarket and service in various sectors of social economy activities and to stimulate the growth ofnew activities in regional economy. The system of river and inter islands traffic in Indonesia is one

of the transportation system which is traditionally use to various purposes both for passengers andfreight transport. This system has reached the rural areas to rivers estuary and continue with interislands small boats traffic.

The development of the land and water transportation does not always constitute a rivalry. This iscaused because some of the areas that cannot be reached by land transport are very remote or aremade up of small archipelagos. Many rivers dry up in the dry season and thus cannot be sailedwhile many of the surface roads are in bad condition as a result of being overused. The industrialand farming sectors rely heavily on water transport to get their goods to hinterland areas. Anotherproblem to be addressed is the lowering of the number of passengers and even goods from year toyear. Below is the comparison between land and water transport infrastructures in study location.

Table 1. 1 Comparison between the number of land and water transportation

infrastructures in 3 provinces

Province Road Length (Km) Navigable River (Km)

South Sumatera 15,228.49 1,880

Riau 13,632.02 1,550

West Kalimantan 8,141.60 2,473

Source: Transport Authority Province of South Sumatera, Riau and West Kalimantan

This projects goal is to compare characteristics of water transport operations in rural areas indifferent environmental and socio-economic conditions and use the results to identify successfactors in connection with inexpensive rural water transport.

The result of this project will be the preparation of information for the integration of rural watertransport (RWT) to translate into rural access planning. This information can be used to increasethe effectiveness of the RWT operation and to lessen the number of communities left behind andisolated in Asia, Africa and Latin America.

There are 5 objectives of the field work. They are:

a) What are the current conditions?

b) Problems faced (it is best to ask the informant, what conditions they would like to see changed)

c) Size and level of the operation


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d) New changes and trends and future expectation

The objective is to obtain a study combining the researchers point of view with understanding frompeople in society and how they see these issues. At this stage it is more important to get qualityideas than a large quantity of data.

1.2. The context of development within rural water transport development in

Indonesia

1.2.1 Economic crisis and the poverty issue

Indonesia can be classified as a nation which experienced serious problems as a result of theeconomic crisis which has hit Asia in the past few years. Based on the estimations of the WorldBank and the IMF1, Indonesias short-term economic prospects are not very encouraging. TheGross Domestic Product (GDP) for fiscal year 1998/99 is estimated to have dropped 15.6%. Theconstruction sector experienced the largest drop (40%), while financial services lost 27% and thecommerce hotel and restaurant sector went down 21%. Only the farming and mining sectors didnot experience significant losses, although non-oil-and-natural-gas exports fell about 8.8%, aconsequence of a drastic depreciation of the rupiah.

The economic crisis which hit Indonesia had serious effects. World Bank estimates mention that thearising impact was mirrored in the elevation of the poverty rate, from 10% in 1997 becoming 14 20% in 1998. SMERU (the Social Monitoring and Early Response Unit) estimates that the povertyrate increased from 11% to 13% in 1999. (Other organizations, including the ILO, even estimatethe poverty rate to have reached 48%.)

Source: BPS (Central Bureau of Statistics) cited from Explanation of Means to Combat Poverty, Office of theCoordinating Minister for the Welfare of the People in material for Mutual Cooperation CabinetMeeting, 29 November 2001, page 5)

Figure 1. 1 Percentage of the rural population in poverty in Indonesia, 1976 20002

Data from Statistics Office shows that the poor rural residents experiencing a financial downturnbecause of the economic crisis tended to return to their economic position of around 1970 1980.

Meanwhile, cross-sectional data shows that in Indonesia, the poverty rate 3varied from less than5% in a province based in the service sector Bali, to more than 25% in a province whoseeconomy is based on natural resources West Kalimantan.

1IMF (1999). World Economic Outlook. IMF, Washington.

World Bank (1998). World Development Report. World Bank, Washington.

21998 is based on SUSENAS-type December 1998; 1999 based on SUSENAS Mini August 1999, 2000 figuresare temporary, and do not include the provinces of Aceh and Maluku. Variations obtained by counting thepoverty rate as measured by BPS in 1998

0

10

20

30

40

50

1970 1975 1980 1985 1990 1995 2000 2005

Year

%

PopulationinPoverty


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Source: Basic Development Data - Bappenas, 1999

Figure 1. 2 Percentage of poor residents within total province population

1.2.2 Decentralization, rural development and strategies for alleviating poverty in

society

On January 1st 2001 the Act No 22, 1999 on Regional Autonomy was put into effect. This hadmade clear boundaries of Central Governments authority. To strengthened the decentralization ofgovernance operation, the portion of central governances authorities more in determining policiesi.e norms, standards, criteria and procedures.

Provincials authorities are determined based on criteria as follow.

1. Inter City/Regency Service

Service for inter city or regency which can not be provided by inter local cooperation becomethe responsibility of provincial governance.

2. Inter City/Regency Conflict of interest

Provincials authorities also cover authorities which can not be implemented by City/Regencybecause in the implementation can damage the city/regency itself.

If the implementation of City/Regencys authorities can cause conflict of interest betweenthemselves, Province, City and Regency, can make an agreement to see that the authorities can be

3As is often suggested, the definition of poverty is often different from one organization to the next. (source:

Means to Combat Poverty, Office of the Coordinating Minister for the Welfare of the People in material forMutual Cooperation Cabinet Meeting, 29 November 2001 and ILO report)Statistic Office: Poverty is the condition of a person who fulfills their nutritional needs with less than 2100calories per capita per dayOffice of Family Planning: A family is poor if (a) they cannot fulfill their religious obligations, (b) all themembers of the family are not able to eat twice a day, (c) all the members of the family do not have differentclothing for the house, work / school, and travel, (d) the largest part of the house has an earthen floor, (e)

family members are unable to reach health services.World Bank: Poverty is a condition wherein a reasonable existence cannot be reached on USD 1.00 per day

0,00%

5,00%

10,00%

15,00%

20,00%

25,00%

30,00%

Bali

DKIJakarta

SouthSulawesi

NorthSulawesi

Centr

alSulawesi

WestJava

Southea

stSulawesi

DI

Yogyakarta

Jambi

Riau

Bengkulu

DIAceh

EastKalimantan

Lampung

EastNus

aTenggara

No

rthSumatra

Maluku

WestNus

aTenggara

IrianJaya

EastJava

C

entralJava

WestSumatra

SouthSumatra

South

Kalimantan

CentralKalimantan

WestKalimantan


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implemented by Provincial Government i.e security, the use of inter City/Regency rivers andpollution control.

Provincials authorities as autonomy cover the authority in governmental subjects i.e. planning andcontrolling regional development in macro, and regional pier management.

Real impact of local autonomy is the authorities transfer most of infrastructures to localgovernment. This cause implication to the readiness of local government in financing, planning,implementing and monitoring. It was predicted there would be many conflicts between centralgovernment with provincial government, provincial government with provincial government andprovincial with regency. One of the solutions is by making a cooperation model between localgovernments, which is a must to develop in the era of local autonomy. One of the strategies doneby the government is develop a Strategic Development Region in the local region which hasstrategic elements i.e. natural sources, human resources and infrastructures that complete eachothers and can be developed in synergy and optimally.

Governmental policies for elimination of poverty clarify that the objectives of poverty eliminationare (a) speed the lowering of absolute poverty together with protecting peoples family groups whoexperience temporary poverty as a result of the negative impact of economic crisis, naturaldisaster or social conflict, and (b) lower the total of poor residents from around 18.95% (or about

37.8 million individuals) in 2000 to about 14.01% (or about 26.8 million individuals) by the end of20044.

1.3. National regulation on water transportation

The operation of rural water transport in Indonesia is included in community navigation which theoperational system regulate in several laws or regulations from central government to giveoperational directions in the field.

There is a standardization concerning crossing transportation but have not touched for boats withsmall gross tonnage. The condition in the field is, the operational is controlled by the boat operatorin traditional way. The standardization has not covered the safety, comfort and security for thepassengers and operators.

The operation of community navigation transport are regulated in:

a. The Law of the Republic ofIndonesia No. 21, 1992concerning The Sailing, inArticle 77 point 1 and 2explain about the role ofpeople navigation as aneffort with traditionalperspective, has animportant role and its owncharacteristic.

b. The Law of the Republic ofIndonesia no. 18, 1997concerning Local Taxes, inArticle 8: Tax on Water isbased on the cost ofvehicles sale on the waterand vehicles tax object onthe water which coverswater vehicles to catch fishwith engine power morethan 2 PK, vehicles withgross volume less than 20

4Interim Strategy Poverty Elimination Policy Plan, 29 July 2002 Preparation, Arrangement and Formulation ofPoverty Elimination Policy Coordination Team, Concept II/TKP3KPK/07/2002, page 54

BOX 1. STRATEGIC POLICY

The developments of river transportation need to be complied with

the pattern of industrial and agricultural/plantation development

around rivers flow area. River transportation infrastructure should

have beneficial economy characteristic compare to other transport

infrastructures, because it has characteristic of low maintenance and

doesnt have axle load limitation, only water depth which limit the

size of operating boats. Therefore the optimization of river

infrastructure will provide an alternative on land transport other than

roads.Ferry transport at the beginning are the connector between roads

which separated with water, in the future can be developed as point

to point transport in shuttle service, particularly in areas which their

load characteristic would be more efficient to be transported by Roll

on Roll off (Ro-Ro) boat. For the next steps the development of

crossing transport can synergy with sea transport, both for domestic

or international transport.

Source: Deputy of Infrastructure, National Planning and

Development Agency, 2002


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m3 or less than 7 GT, water vehicles for cruising and water vehicles for land watertransportation.

The condition in the field shows some situations are slip from governments watch, for examplethere are some taxes with no regulation. Those taxes are agreed by the local river transportassociation.

The government suggests eliminating taxes for boats with engine power less than 7 GT. It isconsidered as a good suggestion since it will support the development of rural water transport.Today, the government is arranging a regulation concerning navigation which discuss spare partssupplies, ships building, ships feasibility, ships measurement, Indonesian ships registration andIndonesian ships nationality, ships safety and navigation, container, pollution from the ships andalso the ship operational safety management.

The issuance of local autonomy shows that the authority to council the water transportation is inlocal hands through some associations like GAPASDAP (River and Cross Transportation OperatorsAssociation) for regency level.

National policy has made some policy strategies:

a. Sailing network development

b. Infrastructure improvement

c. Infrastructure modernization

d. Sailing improvement

There has been a rare financing for the development of rural water transport because the ability topay of the community to this mode is too low. This would cause investors are not interested in thissector.

1.4 Study area illustration

1.4.1 Indonesia general illustration

Indonesia is located between 608 north latitude and 1115 south latitude and between 9445

east longitude and 14105 east longitude. Indonesia is a maritime nation with a sea area of about

7.9 million square km (including the Exclusive Economic Zone) or 81% of its total area, with a

coastline of 80,000 km and total navigable river length of 21,579 km (compared to 300,000 km of

roads).

Indonesia is a nautical country and an archipelago state. And with reason, because almost two

thirds of its territory is nautical and scattered over more or less 17 thousand islands, large and

small. The 7.9 million square km aquatic area of Indonesia gives its people basic sailing know-how

with which to develop the economy.


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Figure 1. 3 Map of Indonesia and the location of case studies

Climatic conditions of Indonesia can be seen in the following table.

Table 1. 2 Climatic conditions of Indonesia

No. Item Information

1. Temperature 23.7oC - 36oC

2. Humidity 63%-91%

3. Average rainfall per year 4,000 mm 4,550 mm

4. Average wind speed 1 - 11 m/s

WestKalimantan

South Sumatera


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1.4.2 General illustration of study locations

A. South Sumatera Province

The following figure shows the study areas in South Sumatera Province.

Figure 1. 4 Study location in South Sumatera Province

Figure 1.5 describes the number of poor residents in South Sumatera year to year. It shows thatfrom 1990 to 1996 the number is decreasing. Unfortunately because of economy crisis in 1997, thenumber is coupled in 1999. The proportion of poor residents to the population is varies between 1610% from 1990 to 1996 but increase to almost 25% in 1999.

Figure 1. 5 The number of poor residents in South Sumatera Province

The Number of Poor Residents in South Sumatera Province

1.721.686

794.870

1.023.9111.037.315

-

200.0

400.0

600.0

800.0

1.000.

1.200.

1.400.

1.600.

1.800.

2.000.

199 199 199 199

(Year)

Number

LalanRiver

OganRiver


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Research location was on Galih Sari Village, which is located along the riverbank of Lalan River andTalang Pangeran Village at Ogan River. General conditions of study areas are as follow.

Table 1. 3 General condition of study areas in South Sumatera

No Description Galih Sari Vilage, LalanRiver

Talang Pangeran Village,Ogan River

1 Position 130 - 40 South Latitude and103 - 105 East Longitude.

10 - 40 South Latitudeand 102 -108 EastLongitude

2 Climate Tropic Wet tropic

3 Average rainfall/year 2,461 mm 1,500 3,200 mm

4 Wet Months 7 months (October April) NA

5 Dry Months 1 month (August) April - September

6 Wind speed NA 2.53 4.56 km/hour

7 Temperature 24 0C 33,2 0C 24 0C 33,2 0C

8 Humidity NA 73% - 84%.

Sumber: Betung Climatology Station located at a height of 17 m above sea level, South Sumatra in Numbers,,1999 and Canal Network Development Planning, South Sumatra Province PPTR UNSRI, 2000

For social demography and local economy activities conditions are describes in the following table.

Table 1. 4 Social demography and local economy activities conditions study areas in

South Sumatera

No Description Galih Sari Vilage, Lalan

River

Talang Pangeran Village,

Ogan River

1 Population growth rate 0.4 0.38% NA

2 Population NA 4,448 in 2002

3 Occupation farmer farmer

4 Main trading activities Agriculture product, electronicand sundries

Agriculture product,electronic and sundries

In general both villages have characteristics as a rural area, which still rely on water transport as amobility infrastructure to public facilities such as school, market, hospital and office (work place).

Figure 1. 6 Photograph of aquatic condition of Galih Sari Village, Lalan River


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Source: Survey result, 2002

Figure 1. 7 Talang Pangeran Village, Ogan River

B. Riau Province

The province of Riau is situated in a flat and aquatic area. In the aquatic zone are found 3,214large and small islands. 743 of these islands are already named, while the rest are not. Themajority of these small islands scattered in the South China Sea are uninhabited.

Of an area of 329,867.61 square km, 71.33% consists of sea / aquatic area. The sea area thatincludes international borders is estimated through the EEZ (Exclusive Economic Zone) as 379,000

square km.

Figure 1.8 describes the number of poor residents in Riau year to year. Like other province, itshows that from 1990 to 1996 the number is decreasing. Unfortunately because of economy crisisin 1997, the number is coupled in 1999. The proportion of poor residents to the population is variesbetween 13 - 7% from 1990 to 1996 but increase to 14% in 1999.

Figure 1. 8 The number of poor residents in Riau Province

The Number of Poor People in Riau Province

589.700

322.018

410.853451.616

-

100.0

200.0

300.0

400.0

500.0

600.0

700.0

199 199 199 199

(Year)

Number


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General conditions of Riau Province can be seen in Table 1.5.

Table 1. 5 Riau Province general condition

No. Description Information

1 Position 115South Latitude - 445 NorthLatitude and 100 03-109 19 EastLongitude

2 Climate Wet tropic

3 Temperature 23.7oC 27.4oC

4 Average rainfall/year 2,200-2,700 mm

5 Humidity 79.5 - 85.0%.

6 Population (1998) 4,222,675

Source : RTRW Riau Province, 2000

The case study in Riau Province was carried out at Okura and Selat Panjang Village (Figur 1.9).Okura Village is located in Tualang District, in the flow area of Siak River. Meanwhile, Selat Panjangis the capital of Tebing Tinggi District in Bengkalis Regency.


Figure 1. 9 Location of study areas in Riau Province

In general Okura village has characteristics as arural area, which still rely on water transport as amobility infrastructure to public facilities such asschool, market, hospital and office (work place). Onthe other hand Selat Panjang is more urban, wheremotorized boats and ferries are available.

Figure 1. 10 Dugout for passengers and

freight transport in Okura Village


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Figure 1. 11 Passengers activity in Selat Panjang

For social demography and local economy activities conditions are describes in the following table.

Table 1. 6 Social demography and local economy activities conditions study areas in

Riau Province

No Description Okura Village Selat Panjang Village

1 Population 3,089 NA

2 Occupation Farmer and trader Farmer and fisherman

3 Main trading activities Agriculture product Agriculture product and smallindustries

Most of the villagers in Okura own dugout or boat as private vehicles for daily activities like goingto the rice field, fishing, etc and not use it as public transport. Meanwhile the existence of watertransport for transport system in Selat Panjang is a necessary especially to transport agricultureproduct, river product, such as rubber, sago, fish, wood and sago palm roof which will be market toother location or central city.

C. West Kalimantan Province

The West Kalimantan area can be called a province of a thousand rivers. This is appropriatebecause here are found hundreds of rivers, large and small, which are often sailed. Some of thelarger rivers even to this day are major arteries and highways for transport into the hinterlands,even though surface road infrastructure already reaches a large part of the sub-district. Theprimary large river is the Kapuas, which is also the longest navigable river. Of its total length of1,086 km, 942 km is navigable.


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Figure 1.13 describes the number of poor residents in West Kalimantan year to year. Like otherprovince, it shows that from 1990 to 1996 the number is decreasing. Unfortunately because ofeconomy crisis in 1997, the number is coupled in 1999. The proportion of poor residents to thepopulation is varies between 27 22% from 1990 to 1996 and increase to 27% again in 1999.

Figure 1. 12 The number of poor residents in West Kalimantan Province

General conditions of West Kalimantan Province can be seen in the following table.

Table 1. 7 West Kalimantan Province general condition

No. Description Information

1 Position 208 North Latitude - 305 SouthLatitude and 1080 - 1140 East

Longitude

2 Climate Tropic

3 Temperature 22.9oC to 31.05oC

4 Average rainfall 3000 mm

5 Population > 4 million

The Number of Poor People in West Kalimantan Province

1.016.200

820.490874.526894.039

-

200.00

400.00

600.00

800.00

1.000.0

1.200.0

1990 1993 1996 1999

(Year)

Number


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Figure 1. 13 Location of study areas in West Kaimantan Province

Surveys were conducted on three locations i.e Kapuas Besar Pier (Kapuas River), Sambas Pier andSekura Village (Sambas River). Main occupations are farmers and carpenters with low income.They usually sell the woods to Kuching, Malaysia.

Table 1. 8 Social demography and local economy activity conditions study areas inWest Kalimantan Province

No Description Information

1 Occupation Farmers, Carpenters

2 Main trading activities 9 primary consumption goods (rice, sugar,

flavor), furniture, rubbers, fish, forestry


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Figure 1. 14 Survey location: Kapuas Besar Pier


Figure 1. 15 Survey location in Sambas Regency

1.5 Study review and prior research

Rural water transport studies in Indonesia illustrate the physical infrastructure together withfacilities for water transport in remote areas. Seen from the policy side, application has already

taken place in areas still controlled by the local government. Governmental regulations stillencompass shipping vessels. This concern will provide clarification for the development of ruralwater transport which is still of paramount importance to Indonesians who live on isolated islands.There are important issues in various studies already carried out, among others:

a) efforts at improving the capacity of water transport in order to support nationwidedevelopmental balance

b) improve the service response for water transportation users

c) strengthen institutional response for developmental planning

d) minimize environmental impact as a consequence of energy use

Survey location: Sambas Pier Survey location: Sekura Village


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Other reports describe a positive description about the condition of water transportation system inIndonesia which cover the management and infrastructure of water transportation, also the policyof water transportation development.

Studies conducted in Palembang, South Sumatera gave the information about he development ofchannel network which useful as alternative transport infrastructure. This was possible because theground condition of east coast of South Sumatera is not possible for land transport. This study wastrying to view the use of channels, which at first only for irrigation, can be used as alternativemeans to support goods and service movements. The water transportation network that is usingthese channels is a part of the inland water transport.

The government of Indonesia is trying to conduct a program to develop inland river traffic. Theresearch is covering the arrangement of river network improvement and fleet to provide traffic thatforecasted in the project in 2020 and to compare it with alternative traffic means, in the study inSouth Sumatera was compared with train. The conclusion is, the transport cost by water and trainin study area is the same, but with water transport other benefit is gained (in environmental pointof view).

Government reports on water transport have long neglected or disregarded it. Many negativecomments about the safety and the lack of regulation.

Because the social context of rural water transport has its roots in the informal sector and isforgotten by the government, owners, operators and users tend to have a weak influence on thecreation of regulations. Yet even so, there are some encouraging signs in some countries, as withthe existence of organizations which work together to make these problems known.

1.6 Research methodology

The objectives of the research are to gain characteristic of rural water transportation particularly instudy areas. Research locations in Indonesia were in 3 provinces which in each province theresearch was carried out in areas that represent rural conditions that depend on water transport.The research needs to be supported with data to strengthen the study area characteristics.

Two kinds of data were gathered during the research by field survey, they are qualitative andquantitative data. The data were collected by primary and secondary survey. Primary data werecollected straight from the field by interview and observation (in-dept interview), meanwhilesecondary data were collected from related institutions and previous studies. Quantitative researchcomprises all the research data on boat characteristics and stream channels, socio-economic datadirectly linked to passengers, operators, traffic volume and frequency of passengers and freight,and supporting river transport (for example boat workshops, docks, spare part vendors, fuelsellers, etc.), Meanwhile socio-cultural issues, group psychology, societal perceptions, peoplesrequirements for transport tools, community hopes and worries, and the safety level of rivertransport all fall within the scope of this qualitative research.

Analysis conducted in this research covers:

a) RWT policy in the study areas

b) Current water transport characteristics

c) The development of traditional water transport in study areas

d) Users social economy conditions

e) Rivers technical conditions

f) Shipping safety and security

g) Financing Rural Water Transportation

h) Boat Operational Cost

Research metodhology in details can be seen in the following figure.


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RIVERS INSTUDY

LOCATION SITESUITABILITY

- Strategic Planning- Urban & Rural Policy- Rural Characteristic- Added Value

- Potential Resource, etc

CASE STUDYCASE STUDY

River

River

DA

TA

C

OLE

CTI

O

N

DETAIL

SURVEY

ANA

LYS

IS

Quantitative:- Owner- Operator- Crew- Users- Passenger- Manufacturer- Workshop- Importer- Investor

- Key informants

*

Province Rivers

South Sumatera

Riau

West Kalimantan

Ogan, Lalan

Siak

Kapuas, Sambas

Intensive Observation Location

Talang Pangeran, Galihsari

Okura, Selat Panjang

Kubu Padi,Ambawang, Sekura,Pasar Sambas, Jawai

Qualitative:- Social culture- Social

psychology- Communitys

opinion- Communitys

expectation- Gender issues

Figure 1. 15 Research Methodology

Water Transport Characteristic:

RWT policy in the study areas

Current water transport

characteristics

The development of traditional

water transport in study areas

Users social economy conditions

Rivers technical conditions

Shipping safety and security

Financing Rural Water

Transportation

Boat Operational Cost


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2. RURAL WATER TRANSPORT CHARACTERISTICS:SUMMARY OF CASE STUDIES IN 3 PROVINCES

2. 1 RWT policy in the study areas

Role and demand of water transportation are influenced by the level of need of users. Study areasin South Sumatera, Riau and West Kalimantan, are located on riverbanks and lack of landtransportation. Peoples accessibility still relies on water transport because it is only available inthose areas.

In compliance with the objectives of local development in the strategic plan and local developmentprograms, the position of water transportation should be taking into account to support localeconomy enhancement.

In South Sumatra, for example, is found an important advance with the passing of GubernatorialDecree No. 603 / KPTS / IV / 2001, which regulates routes and tariffs of river transport in SouthSumatra. So far water transport in the strategic plan and local development program only discuss

in general not specifically on the traditional water transport.

For Riau Province, which is most of its area is aquatic, the water transport development plan hasbecome an important part in the local development strategic plan. The existing water transportsystem covers major scale, i.e large ships for inter city or inter island and traditional transportwhich serve rural community in isolated areas.

On the other hand, West Kalimantan Province takes a different view of water transport, especiallyin rivers where this transportation functions more as a part of internal provincial integration. TheProvince of West Kalimantan, with an area of 146,807 square km, has a population of 3.72 millionwhich is unequally distributed. Habitation is more concentrated in the cities. With such a largeterritory, the population density from one village to another varies widely. To connect thesevillages through a network of surface roads would be very costly, because the capacity for land

support in West Kalimantan, especially in river areas, is very low. One way to connect one villageto another, and even to activity centers (cities) is with the opening of river transport. As vanguardtransportation, this type of transport requires less government funds for the development andmaintenance of shipping channels. With the building of small piers in villages, these more isolatedareas can be opened up and connected with activity centers. Thus the economic activities of thesevillages can begin to grow. From the side of regional security and defense, the role of this watertransport is extremely important because it will enable remote areas to be reached easily.

In general local development strategic plan in those 3 provinces have not touched the developmentof water transport particularly in rural and remote areas. Several local development programrelated to water transport are as followed.

a. Improve and develop piersb. Improve and develop harbors

c. Open pioneer transport infrastructuresd. ASDP facilities Development Program

However, the role of rural water transport are very important for communities in isolated areasbecause of their geographic conditions, for instance in archipelago areas where there are no othertransport infrastructures. Started with this research, it is expected that more concern on thedevelopment of water transport infrastructures in rural areas will be improved and poverty issueswill be handled from communitys accessibility point of view to fulfill their economy needs.

2. 2 Current water transport characteristics

2.2. 1 Boat use and traffic

Water transport traffic occurs because there is a need of communitys mobility. Various ships andboats pass along the channel in study areas. The flow of boats, which carry goods and passengers,

occur every day. For each study area they have their own characteristics, which is different fromone to another.


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Table 2. 3 Routes and tariff for river transport in West Kalimantan

Origin DestinatinDistance

(km)

Type of

boat

Tariff

(Rp)

Tariff

(USD)

Tariff/

km(USD)

Sei. Ambawang 15 Dugout 3,000 0.33 0.022Kuala Mandor 18 Dugout 4,000 0.44 0.024Kubu Padi 10 Speedboat 15,000 1.67 0.170

Pontianak

Durian 30 Dugout 6,000 0.67 0.022Sabing 18 Dugout 3,000 0.33 0.018Galing 20 Dugout 3,500 0.39 0.020Sijang 15 Speedboat 20,000 2.22 0.148

Sekura

Kartiasa 25 Dugout 6,500 0.72 0.029Note: 1 USD = Rp 9,000Source: Data survey, 2002

Tariff is a mechanism to determine the cost for water transport operators. For water transport, thetariff is regulated in several governments regulations because they have dominant publicelements, and in several locations this type of transportation has a monopolistic characteristic.

Water transport tariff usually based on trip distance and travel time, even though the trip distanceand travel time itself were uncertain to determined. Tariff consists of variable and fixed cost. Fixedcost is a cost that time dependent one, and always occur. Variable cost is depending on the shipsoperational.

Transportation Department determines the water transportation tariff, but for dugouts andspeedboats, the tariff based on mutual agreement, although usually used the average conventiontariff. For public transportation which able to reach isolated area such as farm, transmigration area,regency, and industrial area, and mining were highly related to the existing route pattern. Tariffsdifference is influenced by demand on the route. Routes with similar distance but different indemand will cause different tariff. This happen because the operators have to cover theiroperational cost.

2.2. 3 Ship Types and Ship Engines

The types of boats found in the study area vary widely, and go by many different names, likejukung, ketek, sampan, boat, bandung, tongkang, joker and speedboat. Sometimes, one type ofboat will go by more than one name. The jukung boat type uses a Japanese Yanmar engine, manyof which are now made under license in Taiwan, of the TGGI or TGGO types, which are generally 2stroke, 22 horsepower and 2 cylinder. Used, these engines cost about USD 1,120, while a new onesells for USD 2,240. If well-maintained, these engines can last for 30 years. There is also a 4stroke, 33 horsepower, 2 cylinder Yanmar engine. Used engines of this type sell for USD 2,240. Ifnew, USD 8,300. The fuel for these engines is a mix of gasoline, petroleum and lubricating oil. Onone trip, a 22 horsepower engine will consume 150 liters, while a 33 horsepower engine willconsume 400 liters.

The reasons given for choosing this engine, besides being fuel efficient, is that it is also easy tooperate and maintain, spare parts are readily available, making it easy to change out worn parts,and also this engine is know to be reliable in that it very rarely breaks down.

Source : Survey result, 2002

Figure 2. 2 Yanmar Engine


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Bungur or meranti wood is usually used for the boat body. These woods are chosen because theyare resistant to ship worms (damaging to wood), they do not easily break, they are waterresistant, light and buoyant. Boat body construction generally takes 3 months, and these boatbodies usually last 10 30 years.

a. Ketek

This is a tool for the transportation of small numbers of goods and passengers and usually isonly for crossing between areas across from Ulu and across from Ilir, in South Sumatera,which are relatively close.

The ketek is powered by a 24 horsepower diesel-burning boat engine. Maximum capacity, 12people. It measures 4 to 9 m in length, and is 1 to 1.5 m wide.

Docking charges for the ketek are Rp. 500 (5.5 US cent) per day, which is paid each daydirectly at the dock which forms their base of operations.

The ketek boat-building business is still carried out traditionally and very simply, managedhereditarily by a family. One ketek uses about 2 cubic m of meranti wood and can be finishedin 15 days by one carpenter and his assistant.

`


Figure 2. 3 Ketek Boat

Not counting the engine and other equipment, the price of a ketek is about Rp 2.5 million(USD 277.8), empty, meaning without support facilities like seats and other supplies.Administrative requirements entail only the drafting of a receipt, while the boat registrationand safety certificate are the responsibility of the boat buyer or owner.

b. Speed Boat

Used to transport passengers whose destination is relatively far, and generally plies an intercity route.


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Source: Survey Result, 2002

It has a 40 horsepower engine which burns gasoline that is often mixed with oil. Maximumspeed is 40 km/hr, and it measures 1.5 m in width, 4 m in length and can transport up to 12passengers.

A large portion of the speedboats were found to already have all the administrativerequirements, yet there were also many which were unequipped with sufficient navigation andsafety facilities. From a survey questionnaire of 100 speedboats it was noted that 85% ofthem had already paid a yearly tax of Rp 50.000 (USD 5.5), as well as an official or unofficial

tax of Rp 500 (5.5 US cent) to Rp 700 (7.7 US cent) every time they departed from their baseof operations.

c. Jukung and Water Truck/Bus

Water truck/buses or jukung boats in West Kalimantan or Riau are boats made from woodconstruction and used as a freight transportation tool, especially to transport agricultural food,plantation and other products such as rice, coconut, copra, bananas, sugar, oil, vegetables,flour, etc. These boats measure from 15 to 20 meters long and are 2 to 2.5 meters wide. Theyhold 30 to 60 tons of freight and with a 24 hp diesel-burning engine they are capable ofcovering long distances and reaching remote transmigration areas.


Figure 2. 5 Single-Level junkung boat

Figure 2. 4 Speed Boat


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Figure 2. 6 Multi-level junkung boat

Each day these boats are docked, they must pay a technical operations fee of Rp 9,000 (USD1) to Rp 12,000 (USD 1.33). This is a formal payment to the local government and an informalpayment such as security money which differs from pier to pier and anchorage to anchorage.

Aside from the above payment, a large part of Jukung boats cover inter city routes or routesfrom outside of the city towards Palembang and every boat entering city territory is subject toRp 40 to 50 (0.45 0.5 US cent) payment which is paid to each Satker at the upstream anddownstream entrances on the Musi River.


Figure 2. 7 Water Bus


Figure 2. 8 Interior and Sketches of Jukung Boat


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Survey data also shows that 60% of the 100 respondents showed the safety certificatecondition of ownership, were able to provide documentation of boat registration, and alwayspaid their yearly boat tax. Safety equipment consisted of some very minimal flotation devicesconsidering the fact that aside from goods, jukung boats also carry not a few passengers, attimes up to 20.

d. Tongkang

Based on its function, the barge, the large iron barge as well as the slightly smaller woodbarge, is a vessel used to transport mining, processing, and forest products such as coal,rubber, wood, sand, etc. This boat is non-motorized and generally docks in special harbors orpiers/anchorage owned by business and industry, or at sand anchorage, which are generallyprivately managed.


Figure 2. 9 Barges

e. Dugout

This is traditional river transportation because it has existed since humans began using watertransportation systems. Presently, this simple, non-motorized wood boat is found in remoteareas and generally is owned by individuals and used as a tool for private transport, fishing,etc.


Figure 2. 10 Dugout


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f. Bandung/Houseboat

Bandungs are a unique kind of boat found in West Kalimantan. The upper portion of theseboats is used as a living area. Besides functioning as a house for the owner, this type of boatalso often functions as transport for people and even goods.


Figure 2. 11 Bandung/Houseboat

Table 2. 4 Water transport specification in study areas

No. Boat TypeType ofContain

EnginePower (PK)

Dimension Engine Type

1. Motorized BandungPassengers +freight

45 NA NA

2.Non motorizedBandung

Passengers +freight

45 13 X 2.4 NA

3. Jukung

Passengers +

freight 25 20 x 2.5 Yanmar4. Towing Boat Freight 200 NA Caterpillar5. Tongkang Freight 300 NA NA6. Non motorized Freight 40 NA Yanmar

7. Long Boat Passengers 85 NA V8. Speedboat Passengers 200 4.8 x 1.5 NA

9. FerryPassengers +freight

NA NA Yanmar

Source : Survey Result, 2002

2.2. 4 Transportation ownership and operation

Based on studies on the Ogan and Lalan Rivers, it was found that boats are generally individuallyowned. Aside from being the owner of the boat, these individuals are also usually the captain. Onlya few boats had crewmembers to assist in freight transportation.

In Riau, boat ownership are not only person by person. In Selat Panjang, which is a transit areafrom rural to urban, boat operations are managed commercially. However, it is often found that aboat is personal occupant and a person is allowed to have more than one boat.

In West Kalimantan, traditional boats, which are personal property, operate for public transport,while fast boat owned by private company are commercially operated.

Table 2.5 describes the characteristic of the operation of river traditional transportation.


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Table 2. 5 River traditional transportation operation characteristics

Location Status Total BoatsNo. of

trips/day

(average)

Distance(km/day)

South Sumatera:1.Galihsari

2.Talang Pangeran

personal/

company

20

25

5

6

50

45Riau:1. Okura2. Selat Panjang

personal/company

1535

64

3055

West Kalimantan:1. Sekura2. Pontianak

personal/company 12

30106

3550

Source : Survey Result, 2002

2.2. 5 Condition of water transport physical infrastructure

It is important to notice pier availability for boats to moor for on/off load both passengers andgoods. Several pier constructions material could be wood, concrete, or pontoon (floating bridge).

Piers conditions in three study areas are shown below.

Table 2. 6 Piers condition in study area

Study Area

LocationStatus

Constructi

on

Material

Condition Parking

Area

(m2)

Dimension

(m2)

South Sumatera:1. Galihsari2. Talang Pangeran

PermanentPermanent

woodwood

Minor DamageMinor Damage

NANA

5042

Riau:1. Okura

2. Selat Panjang

impermanent

Permanent

Wood

concrete

Major Damage

Good

NA 20

44West Kalimantan:1. Sekura2. Pontianak

PermanentPermanent

WoodConcrete/w

ood

Minor DamageGood

NA100

70132

NA : Not AvailableSource : Survey Result, 2002

Most of the piers in study areas are physically damaged, and reconstruction efforts are necessaryto restore their functions. Okura Villages piers are wooden made, impermanent, and unstable,hence deemed improper for on/off load passengers (Figure 2.12). Selat Panjangs piers, however,are in good condition and sufficient for on/off load passengers.

Figure 2. 12 Impermanent pier at Okura Village (a) and permanent pier at SelatPanjangs

Another facility necessary for water transportation are signs along the river channels. As one of the

most important components, signs are used to guide and instruct both passanger and good boats.

a b


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River signs consist of four types. These four types are: (1) Prohibition Signs, (2) Compulsory Signs,(3) Warning Signs, and (4) Instruction/Guidance Signs.

Shown below are number of signs installed in study areas.

Table 2. 7 Number of Installed Signs

No. River Number of Sign

1. Ogan & Lalan 203

2. Siak 2723. Kapuas 256

Source : Transportation Department, South Sumatera, Riau and West Kalimantan Provincial Office

Sign is a facility, which must be exist along the river channel. Field data surveys show that some ofthe signs installed before fiscal year 1999/2000 were already lost or all that remained of them wasthe signpost. Some signs still existed in good condition, meaning that they were able to providemaximum information in accordance with the kind of sign installed, while a portion of the signswere seen as functioning at less than maximum efficiency in that they were obstructed in the frontby shrubbery, resulting in impaired sight distance, or the signpost was leaning, etc.

Shown below are signs installed along the river channels .

Figure 2. 13 Sign installed on river channels

Information:

(a) : Instruction Guidance Signs (Anchoring/mooring at side of these waterways allowed)

(b) : Prohibition Signs(Peeling or cutting a bark of trees prohibited)

(c) : Compulsory Signs(Please sound signal)

2. 3 Water transport fleet availability

The water transport fleet forms an essential aspect in the provision of water transport services.Some landing services are underused if there is not sufficient demand for use of the pier. Thus ifpeople wish to travel they will be dependent on the availability of their own water transport.

Information concerning fleet availability will indicate methods of encouraging water transportdevelopment and ensuring its survivability in the face of various challenges, especially from


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competition from land transport and the silting up of rivers. The following table shows the watertransportation development for the study area.

Table 2. 8 Water transportation development in South Sumatera

Type of Boat 1992 1993 1994 1995

Jukung 582 587 676 716

Parallel boat 66 91 93 84

Ketek 450 660 736 763

Speedboat 32 122 106 81

Source : Transportation Department South Sumatera Provincial Office, 1997

Table 2. 9 Water Transportation Development in Riau

Type of Boat 1998 1999 2000 2001

Speedboat 61 111 125 130

Klotok 989 723 792 780

Long Boat NA 23 7 5

Towing boat 63 NA NA NA

Water bus 4 NA NA NA

Water truck 28 NA NA NA

Motor boat NA NA NA NA

Non Motorized boat NA NA NA NA

Iron Tongkang 2 61 70 75

Source : Transportation Department Riau Provincial Office, 2002

Table 2. 10 Water Transportation Development in West Kalimantan

Type of Boat 1997 1998 1999 2000 2001

Motorized Bandung 1,043 1,362 885 803 676

Non motorized Bandung 320 613 406 394 254

Motorized boat 10,113 10,342 6,850 6,631 3,254

Parallel Tongkang 1,102 1,112 761 701 421

Towing boat 68 68 101 82 215

Motorized Tanker 52 59 126 114 92

Non Motorized Tanker 203 218 199 183 138

Long Boat 2,271 2,830 2,262 1,997 830

Speed Boat 774 786 594 578 486

Source : Transportation Department West Kalimantan Provincial Office, 2002


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From Table 2.8 to Table 2.10 one can see that water transportation fleet development in Riau forcertain boats type were in declining condition. However, the same condition did not occur in SouthSumatra. The notable aspect is a dominant motorization process for water transportation in orderto anticipate the necessities for speed and efficiency, and also to face competition with landtransportation. Bandung one of water transports types in West Kalimantan declined drastically,and closely followed by others. This declining show mode shift from water transport to landtransport.

2. 4 Economic and social issues

2.4. 1 User characteristics

Most of the passengers use water transportation for commerce and shopping purposes, theiraverage destination is local market. Several people use it for family purposes, visiting relatives forinstance, where the destination is difficult to reach by land transportation.

Peak hour occurs at 6 to 8 a.m., and between 12 to 3 p.m. Dugouts and non motorized boats areowned privately, usually by farmer who use it as private mode. Percentage for travel destinationusing river transportation in Sekura, West Kalimantan is shown below.

Source : Survey result, 2002

Figure 2. 14 Trip purposes for river transport

Working and trading are the main purposes for people who use water transportation. The tradersnot only use motor boat to carry their goods but also as a place to trade itself. River transportationalso used for education purposes, which shown that surrounding people are well concern abouttheir educational matters.

Figure 2. 15 Trading activities on riverbanks

30%

25%

35%

3%

7%

0%

5%

10%

15%

20%

25%

30%

35%

40%

Work Trade School Shopping Etc.

Purpose of Trip

Procentag


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Field survey revealed that mostof the travelers are male, with69&:31% as comparison. Theaverage age is in productive-ranged age, which is 25-35respectively. This dataindicates that elderly, women,and children are reluctant touse water transportation,especially for comfort matters.Water transportation facilitiessuch as boat and pier remainunable to accommodate theinterest of women andchildren.

The elderly and women faceextra difficulties in riding boatswith regard to safety andcomfort of clothing worn by

women. The comfort andsafety of the elderly and even women in the utilization of water transport is still quite relevant.People will still feel safe and comfortable wearing sarongs, skirts or other clothing when they geton the boat if there is a pier which connects to the boat, making getting on and off easier.

Figure 2. 16 Reasons for using water transport

As seen from the figure above, the main reason for using water transportation is because no othermodes are available. Other reason is water transport is the easiest transport they can get becausethey live on the riverbanks.

Figure 2. 17 Water Transportation Usage at Ogan and Lalan River

There is an idiom in South Sumatera called Kalangan, it is a routinetraditional market, once a week. When Kalangan comes, peoplefrom all over the place are coming to shop and also a chance for lovebirds to hang out. This happen to young man named Solihin wholives in Village P.6. He has a girl friend named Surti who lives inVillage P.11. They fell in love when Solihin was in Village P11 to seethe Kalangan. He accidentally helped Surti who was getting downfrom Jukung Boat but her skirt hooked to the boat and almost fellinto the river. Physically, those jungkungs are very inconvenient for

passengers, beside the seats are only wood patched to the side ofthe boat, the foot step to get out of the boat is also found verydifficult particularly for women.

After that accidental meeting, Solihin always impatient waits forMonday which is the day of Kalangan in Village P.11, because that isthe only time Solihin could see his sweet heart Surti. Daily gatheringis very difficult because no regular transportation every day, to relyon mail also difficult because water-mail only comes once a week.Turns out, from the inconvenience of using Jungkung Boat gives anunforgettable and beautiful memory for Solihin and Surti.

To See My Sweet Heart in Neighbour Village

49,15%

5,49%

5,82%

2,76%

36,78% Easy

Cheap

Fast

No congestion

No other choices

6% 16%

8%

15%

55%

Speedboat

Jukung

Ketek

Tongkang

B o a t


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Figure 2. 18 Water Transportation Usage at Siak River

Figure 2. 19 Water Transportation Usage at Sekura

Survey result indicated that traditional dugout and small motor boat are the most favorite mode.Dugouts are cheap and easy to obtain especially for short distance trip.

Farmer, trader, and fisherman are the average occupation in the three study areas. However, theirincome levels are well below the UMR (Minimum Regional Payment) in respected location. Beloware peoples economy level in respected study areas.

Table 2. 11 Income level in respected study area

No. Location Income (USD) UMR (USD)

1. South Sumatera:

Galihsari

Talang Pangeran

33.33 55.55

NA

43.55

2. Riau:

Okura

Selat Panjang

33.33 50

44.44 66.67

NA

3. West Kalimantan:

Sekura

Pontianak

38.89 55.56

NA

44.44

Note: 1 USD = Rp 9,000NA : Not available

95,27%

2,81%

0,17%1,75%

Motor boat

Dugout

Speed boat

Etc.

17,24%10,34%

13,79%

31,03%

27,59%

Dugout

Motor ized boat

Po mpo ng

Speedboat

Ferry


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Compare to the UMR, the income levels is within minimum standard. However, they still can nnotfulfil their needs if they still have to provide extra cost for transportation. Every individual spendsabout Rp. 3000 for their daily transportation cost. Therefore, in rural resident, people who haveroutine activities in short distance (3-5 km) they prefer to own non motorized dugout for their dailyactivities.

Figure 2. 20 The living conditions of the community in study area

2.4. 2 Transportation Nuisances of Water Life

River transportation activities of small of boats and even of jukungs generally do not influence theactivities or even the life of riverside communities. Waves created by boat motors are relativelysmall and so do not threaten the existing settlement structures. Some ferries are an exception,because they create waves that actually cause floating houses on the riverbank to be flung inland.In West Kalimantan, floating house is called Lanting. Their existence at riverbank are potentialobstacle for boat traffic, and also highly vulnerable by boat waves.

Waves created by boat movement severely damaged the rivers cliff. The silting up process alsooccur in several river channel by abrasion. Retaining walls were already constructed in severalareas which highly vulnerable by landslide caused by abrasion.

Figure 2. 21 Retaining wall to prevent abrasion

2. 5 Rivers technical conditions

Some of the technical characteristics of researched rivers are:

a. The river channel is very shallow with a hard, rocky riverbed, making digging very difficult tocarry out.

b. There are logs and stumps on the riverside, which endanger interior shipping traffic. The riverchannel is blocked by water plants such as water hyacinth.

c. The thickness of bushes on the riverbanks limit sight distance and obstruct installed interior

shipping regulation signs.


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d. Because the Lalan River is near the east coast and not too far from the sea, the influence of therising and falling tides is very evident on the water level. This channel is not always navigablebecause during low tide the Lalan River channel is not deep enough to support a jukung boat,and only small speedboats are visible going back and forth.

e. The decline in the size of the water supply discharged from upstream means that not all yeardoes the river get more water, and that not all year is it navigable.

f. River transportation users safety and comfort factors are still ignored, with a minimum of safetyfacilities on the boats that ply the river.

g. The division of boat functions into those that transport passengers and those that transportgoods is yet to be completed, with the result that often freight boats will also be used to carrypassengers, and conversely, passenger boats will also be used to carry freight.


Figure 2. 22 Canal at low tide

The deep section area of the research location in Galih Sari Village, Karang Agung, can be reachedby use of a speedboat on the river and continuing through canals already constructed by theDepartment of Public Works through P3S (the Tidal Waterways Project) of South Sumatra. Thesecanals function to bring water to land when the tides rise and fall, and also to open up theseisolated areas so that the people who live there can interact with people from other areas.

Some canals and primary channels in the study zone that were used as water transportationinfrastructure were not navigable by river transport because they have become silted up bysediment and mud, and thus really only function as drainage channels.

The Ogan River measures between 50 100 m wide with an average depth of 1.5 5 m. Thecondition of its channel is generally good enough to serve interior shipping transport, because asidefrom being wide enough, its average depth is still capable of supporting navigation by jukungboats. There are a minimum of 8 of these boats that sail this route transporting goods. Onecharacteristic of the Ogan River is that generally the slope of its riverbed is not too steep.

Yet it must be underlined that the water catchment area is becoming smaller and smaller with the

opening of more land to new settlements, causing ever larger stream flows during rainy seasonthat flow directly from the high-erosion area upstream. Of course, this also lessens water storageability and adds to the already great difference in water levels between rainy season and dryseason.

These conditions are also experienced on the Kapuas River and the Sambas River. River conditionsin West Kalimantan are generally always navigable, except during the dry season, when the uppercourses are too dry and cannot be sailed. Regencies, which experience river conditions like this, areSanggau, Sintang, Kapuas Hulu and Putus Sibau.

In the study area, the Kupuas River, the Landak River, the Bantanan River and the Sambas Riverare always navigable. Motorized river transport water draft is only 1 2 meters, while the depth ofthese rivers averages > 10 meters, which means that river channel maintenance for river transport

is not necessary.

River channel silting is caused by various factors:


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a. Trees are felled upstream, so that in the rainy season earth is swept away and carried byrainwater into the river. This is why the color of river water is generally brown.

b. The river gradient is low, causing a weak current that results in sedimentation on theriverbed.

c. Sedimentation happens faster at the mouths of rivers because of the meeting of river waterwith sea water.

In West Kalimantan, there are two river mouths which must be maintained/dredged every year, atthe Kapuas River and the Sambas River. Channel maintenance on these two river mouths is carriedout by PT. PELINDO Pontianak because these two river channels are part of the Harbor Work Area,the Kapuas River with Pontianak Harbor and the Sambas River with Sintete Harbor.

Dredging must be carried out because freighters/passenger ships from other provinces cannotenter the Harbor. The volume of mud which must be dredged is quite a lot, at 1 million cubicmeters per year.

2. 6 Shipping safety and security

Water transport safety is felt to still be lacking, because some of the passengers rely only on their

ability to swim and thus rely on themselves. Insurance is not yet available for this watertransportation service.18

In many cases, water transport accident claim lives. Safety equipment like flotation devices areavailable on only a small portion of the speedboats on the waterways of South Sumatra, whereason jukung boats, nearly a majority are already equipped with flotation devices although the total isstill not enough. Yet survey data on ketek boats or motorized dugouts shows that almost all areunequipped with flotation devices. Other safety equipment that not all jukungs have are fireextinguishers, because in any case jukung boats will cover a fairly extensive route and this requiresmore fuel than their fuel tanks can hold, which means they must use containers like drums and

jerry cans to store fuel. These are exactly the conditions that can cause dangerous, tragic fires,such as the one that took place in mid-October 2001 at 1 Ilir, when an intense fire already burningon a jukung boat caused the explosion of a floating Public Refueling Center unit, and killed all thepassengers on the boat. Another accident is the Halimun boat collision incident on 9 July 2002,

which also killed a large number of people.

Aside from this, carelessness is also a safety factor, as seen with passenger overcrowding.Speedboats are often, if not always, visible in the middle of the Musi River carrying passengers onthe roof of the boat. The absence of monitoring at departure points is one of the reasons for theappearance of conditions like this, and also of course because of the lack of clarification of boatfunctions, distinguishing passenger boats from freight boats. Another important aspect is that itseems that people are afraid of becoming the victims of dangerous or violent actions by pirates andthieves, as is often felt by passengers as they travel.

2. 7 Financing Rural Water Transportation

In order to maintain the sustainability of water transportation, the funding of public facilities, suchas pier and landing locations must be carried out by local government itself, without closing

opportunity for cooperation with private company.

Whereas it is the service provider who provides financing for boat operations, the government triesto build bridges between the transportation operators desires and those of the transportationservice users through the determination of transportation tariffs. The tariff size will determine therevenue for the transportation business and at the same time will indicate the fee which must bepaid by the transport service user. An effort will be made for the tariff to still be within the reach ofthe buying power of the transportation service user while also guaranteeing a fair revenue for thetransportation business.

In certain conditions where the peoples buying power is not equal to the needs of transportationimplementation, the Government needs to provide a subsidy. In perfect competition conditions, thetransport tariff is the result of a distribution of transportation implementation expenses, including

18Analysis already carried out through interviews and questionnaire distribution in Talang Pangeran Village,

Ogan River, and Galih Sari Village, Lalan River, July 2002


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the profit, with the total of production delivered. In a subsidized transportation, tariffs are lower asa result of the above distribution.

Today boat owners providing their own fund to buy the boats. It was found very rare that thebanks would give them loans/credit or investments to develop water transportation. The creditorwont take boats as a guarantee. Usually for this business, the creditor would take land or othervaluable things as a guarantee.

It is still difficult to get fund support from the government to build or to repair motorized boats,especially for safety insurance. There are no co-operative or association to handle this funding. Theassociation of water transport and crossing entrepreneur is only for management training and tocollect fees.

2. 8 Boat Operational Cost Analysis

To preserve the water transport business, financing in public facilities such as piers, can beconducted by the government itself or partnership with private sectors.

To finance boat operation, which has to be done by the owner, the government tries to facilitatethe need of the operators and the users by fixing the tariff. Tariff rate will determine the operators

income and at the same time show the cost for the users. Tariff should be in the range ofpassengers ability to pay but still guarantee feasible income for the operators.

In a certain condition where peoples ability to pay can not meet the need of transportation, then asubsidy is necessary. In a condition of a well competition, transport tariff is an output fromtransport operational cost including profit divided by number of production. In a subsidizedtransport, the tariff will be less than the formula above. Basically to determine transport tariff canbe based entirely on operational cost, the value of service for the users and the volume of theproduct.

In general cost structure is comprises of 2 groups i.e Fixed Cost and Variable Cost. Fixed Cost isnot affected by production rate, while variable cost is. In transport business, cost factor is not adirect production function but more determine by production rate, which identical with the servicethat in some conditions those services are not needed. Income rate is depending on the actual

production.

In the calculation there are several cost components that can be calculated based on certain unitthat have a standard value, nevertheless there are also cost component that calculated based onestimation. For the accurate calculation of the cost component, we need a good documentationsystem for those costs during the boat operation. The BOC (Boat Operational Cost) for each studylocation are summarized below.

Table 2. 12 BOC for Ogan and Lalan River

Item

Boat Type (Engine/Non-Engine) Engine Engine Engine Engine

Type of Contain Freight Freight Passengers PassengersLength of boat (m) 20 25 15 16

Life of the boat (year) 8 9 10 10

Capacity 3 ton 4 ton 40 45

Purchase Cost (USD) 334 445 167 167

Interest 19%

Distance/day 60 km 50 km 40 km 40 km

Fuel usage /day 20 L 20 L 10 L 12 L

Lubricant usage/day 5 L 5 L 3 L 3 L

Total Operating Cost (US$/km/passenger) 0.050 0.047 0.042 0.056

Source : Analysis Result, 2002


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Table 2. 13 BOC for Okura and Selat Panjang

Item


Type of Contain Passengers Passengers Passengers Passengers

Length of boat (m) 14 16 13 12.5


Capacity 30 40 30 30

Purchase Cost (USD) 111 223 167 111

Interest 19%

Distance/day 40 km 45 km 35 km 40 km

Fuel usage /day 10 L 15 L 10 L 12 L

Lubricant usage/day 3 L 4 L 4 L 3 L

Total Operating Cost

(US$/km/passenger)0.0300 0.0444 0.0442 0.0339

Source : Analysis Result, 2002

Table 2. 14 BOC for Sekura and Pontianak

Item


Type of Contain Passengers Passengers Passengers Passengers

Length of boat (m) 15 20 15 16


Capacity 45 50 35 35

Purchase Cost (USD)

Transjakarta vs Transjogja

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