POLICY ON FREIGHT TRANSPORTATION FOR NORTH JAKARTA : A DEMAND ANALYSIS POINT OF VIEW

• Main Author: SOEDIGNO (S2 858715), SUSATIO
• Format: Theses
• Language: Indonesia
• Online Access: https://digilib.itb.ac.id/gdl/view/9406
• Institution: Institut Teknologi Bandung

Trucks play a primary role in the urban movement of goods and commodities. In DKI Jakarta, the number of trucks has increased by an annual average of 14.02 % since 1980-1985. The proportion of trucks to total vehicles has tended to increase, from 10.27 % to 11.267 % in 1980 and 1985 respectively. On the other hand there also has been a shift towards larger capacity trucks. For example, the proportion of 3-4.0 ton capacity trucks in 1977 comprised 63 % of the total number of trucks, decreasing to 29 % in 1980. But the proportion of 4.0-5.5 ton capacity trucks in 1977 was 37 %, subsequently increasing to 71 % in 1980. In DKI Jakarta, most of the trucks with capacity of over 5 tons moved to the North Jakarta area, i.e. the districts of (kecamatan) Penjaringan and Tanjung Priok, whereas the South Jakarta area appears to be the destination of trucks of lower than 5 ton capacity. It is believed that goods moved to the North Jakarta areas are wholesale, intermediate and export-import products which goes through the Tanjung Priok harbor. It is evident that the small percentage of road space in the area of North Jakarta and the high density of traffic volume going to this area will disturb the smoothness of traffic flows. Traffic jams around warehouses and industry areas, in the kelurahan of Penjaringan and Sunter, are caused by loading-unloading of goods and trucks parking on the road sides, in addition to the high numbers of private and public vehicles going through these areas. In order to limit truck movements during peak hours, the DKI government issued a regulation limiting truck movements during daylight hours. Truck would only be allowed to move during the night. The JICA survey results in 1985 showed however, that vehicle composition during peak hours in jalan Enggano as follows: 33.6 % private cars, 33 % buses and 33.4 % trucks and in jalan Martadinata: 45 % private cars, 15.6 % buses and 39.4 % trucks. Traffic density data from DLLAJR in 1989 (during peak hours using passenger car ratio as unit) showed the following: 7 % motorcycles, 34 % private cars, 2 % taxis, 6 % mikrolets, 1 %.metrominis, 7 % buses and 43 % trucks. The above figures showed that trucks tend to move during the daytime, not during the night. It was believed that the high truck movements during daytime was caused by the quality of freight services during the night being less than that provided during daytime. The purpose of this study is to identify variables determining the level of freight service, which would give rise to the difference between daytime freight services and nighttime services in North Jakarta, as also providing inputs to policy makers on freight policies in the North Jakarta area. The analysis will be done from the demand point of view. The result of the study showed that it is true that there are differences between daytime freight services and nighttime services in North Jakarta. Freight users tend to move their goods during the daytime due to the relatively low level of nighttime of services mainly, being the lower level of security and higher unloading cost and total cost as compared during the daytime. Using the logit model the functional relationship of choosing between daytime and nighttime was found to be the following independent variables: unloading time, level of security, unloading cost and total cost. Based on this functional relationship limits could be established in order for freight to move during the night. The implications to government for policy would be to increase the level of freight services during the night in order for firms to become willing to carry their goods during the night. Night freight services should be improved, specifically in the security during loading and unloading operations, efficiency of unloading, in order to achieve a relatively lower cost for nighttime unloading. An effort that could be undertaken by the government in order for transportation of goods to move during the night would be to impose higher freight costs during the day and to grant "subsidies" to movements during the night. This would require further study. A shift of transportation of goods to nighttime hours would also benefit other road users due to declines traffic jams in the North Jakarta area. <br />