The 18th FSTPT International Symposium, Unila, Bandar Lampung, August 28, 2015
REVITALIZATION AND PORT MASTER PLAN
(Case study : Port of Bagansiapiapi )
R. Didin Kusdian
Civil Engineering Graduate Program
Faculty of Engineering- University of Sangga Buana YPKP
Jl PHH Mustopha 68 Bandung 40124 Indonesia
Email : kusdian @yahoo.com
Abstract
Bagansiapiapi port has been known in the past as the largest fishing port in Southeast Asia.
But in line with the Indonesian government in implementing the 5 year development, the
Soeharto’s rezim era to the present, which has reached 45 years of macro national
development, the startegic position of condition Bagansiapiapi point as a startegic fish
market have been slowly changed. During the macro-development period the land use of
hinterland area of Bagansiapiapi have changed, especially of forests into plantations. As a
large fishing port Bagansiapiapi has ended . By 2013 the port authority based in the Port of
Belawan Medan , North Sumatra, conducted a study on the topic of the master plan study
for future review Bagansiapiapi port. This paper discusses a summary of issues and
discussion regarding Port of Bagansiapiapi master plan, as a result of the study process.
Port of Bagansiapiapi still recommended to be developed for the benefit of access to
goods, both imports and exports for Rokan Ilir Regency, Riau Province, Indonesia.
Keywords : port revitalization, master plan, demand forecast, type of ships, land area need
Abstrak
Pelabuhan Bagansiapiapi telah dikenal di masa lalu sebagai pelabuhan perikanan terbesar di Asia
Tenggara. Namun sejalan dengan pemerintah Indonesia dalam melaksanakan pembangunan 5
tahun, era rezim Soeharto untuk saat ini, yang telah mencapai 45 tahun pembangunan nasional
secara makro, posisi startegic kondisi Bagansiapiapi titik sebagai pasar ikan startegic telah
perlahan-lahan berubah. Selama periode makro pengembangan penggunaan lahan daerah
pedalaman Bagansiapiapi telah berubah, terutama hutan menjadi perkebunan. Sebagai pelabuhan
perikanan besar Bagansiapiapi telah berakhir. Pada tahun 2013 otoritas pelabuhan yang berbasis di
Pelabuhan Belawan Medan, Sumatera Utara, melakukan penelitian pada topik rencana studi master
ulasan masa depan pelabuhan Bagansiapiapi. Makalah ini membahas ringkasan isu dan diskusi
mengenai Pelabuhan rencana induk Bagansiapiapi, sebagai hasil dari proses belajar. Pelabuhan
Bagansiapiapi masih direkomendasikan untuk dikembangkan untuk kepentingan akses terhadap
barang, baik impor dan ekspor untuk Ilir Rokan, Provinsi Riau, Indonesia.
Kata kunci: revitalisasi pelabuhan, rencana induk, perkiraan permintaan, jenis kapal, kebutuhan
luas lahan
The 18th FSTPT International Symposium, Unila, Bandar Lampung, August 28, 2015
1.INTRODUCTION
Basically all efforts in arranging the natural environment through the development of
physical infrastructures, is for the purpose of meeting the needs and improving the quality
of human life. Based on the philosophy that the human becomes the object of this goal,
then in the process of developing the data analysis, it is required as the amount of variables
in the analysis of the needs of the population is concerned, the activity of the population,
and also the type and amount of products which is resulted from the population activity.
If viewed in a certain spatial regions, the logistics associated with this region is the means
of various kinds of commodities necessary for life needs and for improving the quality of
life of residents who lived there. Commodities may include various types of goods for
consumption or commodities required as a raw material for production activities, the
activities undertaken inhabitants of this region. In addition there are also items such as
materials needed for construction activities and the development of physical infrastructure.
For example, in many provinces, regencies, and small islands as a parts of Indonesia as a
developing country, that still developing all kinds of physical infrastructure, the movement
traffic of Port Land Cement as important material for concrete, become a commodity
which its traffic characterize almost evenly.
Not all of the goods or commodities needs of an area that is an island or part of the island,
could be available in the area itself, the majority needs to be imported from other regions.
Additionally, sometimes seasons and weather factors can also affect production number, in
case of extreme weather that interrupt the production process, for example in agriculture
and plantation, could be the amount of production is not enough, so the rest needs to be
brought in from other regions. In addition to weather factors, political factors in extreme
situations that harm may also interfere with the production process and decrease local
production.
Situation and this phenomenon is a fact of life or nature that must be faced by almost all
regions of the planet. It is this fact that since ancient times gave rise to the movement of
goods or commodities matrix throughout the world, until now.
The above conditions are thought to condition the simplest of commodity goods movement
patterns in relation to the spatial separation between regions geographically. Further
thought to illustrate this point, associated with the most recent developments of the fact or
practice of socio-economic-political and business, which occurred in the 2014 era and
beyond, is more complicated. One example to illustrate this complexity is the instance may
occur when an area of a normal agricultural production or the actual amount sufficient, but
local producers implemented price is too high, causing unrest among local producers, the
business sector initiative could bring the same commodity from outside the region, and let
The 18th FSTPT International Symposium, Unila, Bandar Lampung, August 28, 2015
the government as 'policy' price control for the benefit of the wider community in addition
to the local community producers.
If we refer to the micro-level and detailed reasons for the movement of goods between
regions will be more complex and not easily recognizable and generalized to a fixed
definition. Micro level is meant here is the business sector, good corporate level to the
individual business. Simply and directly in the field, for example can be observed in a
particular local port in Indonesia, sometimes there is the same kind of goods for incoming
or outgoing or come and go . This shows that the business transactions and trade is unique
among individuals or companies, so it was not easy to estimate the number of goods in and
goods out amount based on the data of local production potential data. However, the
approach still needs to be done based on the data which may be obtained, to predict the
future movement patterns that will be used as a reason for the development of a particular
anchorage point. This paper will try to discuss further aspects of the development of a port
as a terminal point and the gateway in and out of the commodity in an area of the city or
district level.
2. PORT AS LOGISTIC MARITIM TERMINAL
Port is the entrance point and exit gates for the movement of the ship which is a component
of connective tissue transport between islands or the mainland which are separated by sea.
In everyday conversation sometimes forgotten the difference between port and dock .The
dock is a component of the port, the facility for ships to aproach the land which is the
destination of passsenger and freight carried by ships. Port has a wider meaning, and
implies as a system. Port as a system will have various sub- systems, each sub- system are
related to each other and affect the performance of the port as a system. Each sub-system
has components. Sub- systems in the port consists of physical and non-physical , physical
subsystems such as buildings breakwater , harbor pools , docks , bridges , roads and
bridges network system in the harbor , park the vehicle , container stacking yard , fluid
tanks , storage buildings , building terminal facilities, cranes , drainage network , the
network piping for water , and pipeline networks fuel tank , wiring for electricity
transmission networks , cable networks for the transmission of telecommunications, radar
building for the placement of telecommunications, and so on.
Non - physical sub-system is laws , regulations , standards , and system operational
procedures. Non - physical sub-system is also set up the system as a whole , if it is also
regarded as a operating system procedures , the geographical scope is firmly divided into
an international or global level and nationally. In each country or national , applies a
procedure began from operating system level laws , government regulations , ministerial
decrees , decisions director general , and so on. The regulations are different in each
country. The regulations are in fact not only regulates the operation of the port but also
regulate the development of physical infrastructure with the goal of systematically
The 18th FSTPT International Symposium, Unila, Bandar Lampung, August 28, 2015
organized.
When viewed in isolation, logistics management is a operational procedures for utilize or
use the port system and ports network, both national to international, for business interests
and certain services and goods provided by a company.
Especially for the case in Indonesia, regarding the port system and shipping system,
arranged in the form of a document state law, which are, the first is Law of the Republic
of Indonesia Number 17 of 2008 on Shipping, and second is the Indonesian Government
Regulation Number 61 Year 2009 on the Port. While internationally all ports in Indonesia
following the rules of the international maritime organization (IMO). With this
identification it to ports in Indonesia relations system can be summarized as shown in
Figure 1.
Figure 1 Port System in case in Indonesia
Ports organizing in Indonesia seperated between seaports and ferry ports . Sea ports affairs
became part of sea transportation directorate, while the ferry ports affairs become part of
land transportation directorate, both of directorates are part of Ministry of Transportation.
The difference between the sea port and ferry port (port to port crossings) is that ferry fort
is act or work alike a bridge, by crossing road vehicles ( motorcycles, cars , buses , trucks
) which can get into the boat to be ferried , and after crossed the sea, all vehicles can
directly across the road network inside the island at destination side. So because it is part
The 18th FSTPT International Symposium, Unila, Bandar Lampung, August 28, 2015
of the road traffic, the ferry ports affairs under land transportation directorate, the Ministry
of Transportation. For seaports , if only there was a charge of vehicles ( motorcycles, cars ,
buses , trucks ) , the drivers are not following, or all vehicles as a load of the ships are not
driven, but those status are cargos. Other payloads can be containers, bulk cargo , liquid
cargo , and others . Sea ports affairs is part sea transportation directorate, the Ministry of
Transportation.
Based regulation of systemic arrangements beyond those mentioned above, are closely
associated with the development of ports in Indonesia in particular, is a spatial regulations
governing both national spatial, provincial spatial and county or city spatial. These
regulations are applicable national legislation on spatial planning, namely the Law of the
Republic of Indonesia Number 27 Year 2007 on Spatial Planning. Previous prevailing
Indonesian Government Regulation No. 47 Year 1997 on National Spatial Plan;
Noteworthy also Law of The Minister of Home Affairs No. 1 of 2007 on Planning of Open
Green Spatialof Urban Area. In every town and county have spatial plan for the city and
county, respectively, which applies if it has been ratified by the legislature of the city or
district, together with the regent or mayor. And after technical consultation to the Ministry
of Public Works, Directorate of Spatial Planning. Finally legally aproved by regional
regulation documents. The Procedures regarding the preparation, validation, application,
and sanction violations of the spatial plan, regulated in detail in the law on spatial
planning.
In a particular city or county, a point which will be developed as a port area, need to sync
with the spatial planning of the city or county. In this case could have been no initiation or
may have not been and can be proposed, given that it is always planning is dynamic and
continuous. Laws and regulations mentioned above, among others, set about hierarchy
point city or region, and the hierarchy of the port, both of which are interrelated as one
system of national ports networks. To port is also equipped hierarchical arrangement of
class harbor rules. These arrangements are intended to be structured national network ports
from a large to small, and is not expected any overlapping functions as well as unfair
competition that is not necessary. In addition the use of maintenance funds, operational
funds, and fund development, which was issued through the government funding, are also
highly sought for efficient and effective.
For major ports, the Ministry of Transportation has prepared an outline development plan,
where the network consists of the points the main port of the west to the eastern regions of
the Indonesian archipelago set, this document is often promoted by the Ministry of
Transportation, Republic of Indonesia, and is known by the term "National Pendulum".
A special condition in Indonesia, for the fish port, a separate authority fostering
development, which is under the Ministry of Maritime Affairs. In the field of physical
reality are often located adjacent to the port that is under the jurisdiction of the Ministry of
The 18th FSTPT International Symposium, Unila, Bandar Lampung, August 28, 2015
Transportation. Besides that, in fact at the field, the local government also occasionally
initiative to build and operate the port under its control want; this is the latest issue in the
context of enhancing system management and services of port that are within the scope of
the national port system network.
3. REVITALISATION AND MASTER PLAN of BAGANSIAPIAPI PORT
With the enactment of the port in the port Bagansiapiapi as a collector port, and because of
existing condition is not meet yet with physical standard of collector port, it needed a
revitalization and reconstituted a new document containing the port master plan in
Bagansiapiapi. With reference to the Government Regulation No. 61 Year 2009 on port
affairs, the importance of the benchmark concept and parameters to be applied as the basis
for master planning arrangements in Bagansiapiapi port.
Port Revitalization Purposes Study Overview Bagansiapiapi
Bagansiapiapi is a fishing town in the 1980s once listed as one of the largest and busiest
fish producer in Indonesia. In addition, this area also is the port used by the fish production
in the world's second largest after Nowergia. Bagansiapiapi least heyday began in 1886,
when a wave of Chinese people come to this area because of the inordinate amount of fish.
Bagansiapiapi achieved heyday during the reign of the Dutch East Indies in 1930 to be
exact. Currently, the port Bagansiapiapi facing directly into the Straits of Melaka, produce
as much as 300,000 tons of fish per year. But this triumph did not last until the present,
having started overcast fishery since the 1970s. Bagansiapiapi region is an area that has
long been developing through trade, import export and shipbuilding. Bagansiapiapi city
growth have naturally followed by the space requirements for wide variation of economic
sectors. The existence of fishermen and traders in the port of Rokan River influence land
use patterns and structures.
The pattern of utilization of space in the planning area are generally still not well ordered,
especially on land owned by the general public. The Development Trend of Punak
Kepenghuluan region as the area of the capital of Rokan Hilir requires the new formation
of spatial structures and new environmental governance. Based Spatial Rokan Hilir Tahun
2010, the diversity of the ecosystem around Bagansiapiapi and marine transportation
makes Bagansiapiapi included in the Strategic Economic Development Zone center.
Bagansiapiapi Port condition not working as harbor proper function, namely as a lean ship,
docked, up and down or unloading of passengers and goods are equipped with safety
facilities and cruise passenger port activities as well as the displacement of intra-and intermodal transport (according to Indonesia Goverment Regulation Number 69 Year of 2001
on the Harbor ).
The 18th FSTPT International Symposium, Unila, Bandar Lampung, August 28, 2015
Availability and Data Ports Bagansiapiapi Problems
Since it was a vacuum in normal operation for several years as a result of silting, the
historical data loading and unloading of goods are not available with complete continous.
Data loading and unloading at the port remain surrounding a private harbor and port of the
local government. These data indicate the presence of still water transport development
potential, if improved port fasilities. This data is actual historical data, as dependent
variabel.
Other data that can be used is regular data recorded annually by the central bureau of
statistics. This data is based on administrative boundary zone, ie district. The prediction is
done using a correlation and regression (as a ‘synthetics-method’) between collected
loading and unloading data and sosio-enomomic data (regular district based statistics data
collected anually by central berau of statistics).
Forecasting Models of Movement Need for Ports at Bagansiapiapi
The model used to predict the movement will be in and out in the harbor Bagansiapiapi
future is a linear regression model . Linear regression model is syntetic attempt to find a
relationship between the loading and unloading of goods at the port with the point of the
review Bagansiapiapi as dependent variables, with the variables of regular statistics Rokan
Ilir district.
On the application of statistical regression and correlation methods that can be used in the
field of modeling and transportation planning, has been described again by Tamin (2008).
And in the context of the conceptual and philosophical explanation of statistics, among
others, discussed by Sugiyono (2000), also specifically by Sudjana (2001). General
mathematical expression is as follows:
Y = bo + b1 X1 + b2 X2 + ... + bz.Xz
(1)
Where:
Y
X1 ... Xz
b0
b1... bz
= variable / dependent variable
= independent variable
= constant/intercept
= regression coefficient
The 18th FSTPT International Symposium, Unila, Bandar Lampung, August 28, 2015
Then the analysis can be done also involves the coefficient of determination (R2) and
correlation coefficient (r). The correlation coefficient is used to determine the correlation
between the dependent variable or the independent variable among the independent
variables. Value of r = 1 means that the correlation of variables y and x is positive
(increasing value of x will result in increasing the value of y). Conversely, if the value of r
= 1, then the correlation between the variables y and x is negative (increased Nili x will
result in decreasing the value of y). Value of r = 0 indicates no correlation between the
variables. The coefficient of determination (R2) is defined as the ratio (ratio / comparison)
between the variation is not defined by the total variation.
According to correlation analysis results, the independent variabel which have good
correlation with loading and unloading as activity at the port at Bagansiapiapi, are amount
of population and regional gorss domestic products of districts inside Rokan Ilir Regency.
These variabel are available in time series by year, so it can be projected to future years (
in case of planning), then the projected amounts can be substitute into regression results
equations. These model produce the estimates of the number of loading and unloading of
port at Bagansiapiapi in the future context, as the point of planning.
Determination of Ship Types
The type and capacity of ships planned to be served at the Port Bagansiapiapi , determined
by considering the amount of the charge in the annual estimates have been obtained from
the data and calculated the estimate for the future .
• The type of load to be the focus of attention according to the results of a survey of data
• Potential passengers derived from population data .
• The potential of the cargo, in the form of goods included in general merchandise , which
is also related to the number of residents ( for supply / import of basic commodities ) , and
the production of goods .
• Consideration needs a special terminal for commodities processed palm oil ( CPO )
The results of the estimation calculation, used the end of study year plan, that is in 2034 ,
the amount of charge obtained as follows :
Passengers (2034) = 231,302 persons / year
Goods ( 2034 ) = 861 849 tons / year
While the land area and number of commodity production Rokan Ilir palm plantations ,
according to data released back BPS is as follows :
Palm plantation area ( up to 2012) = 247,330.70 ha
Production of palm oil ( CPO ) = 659,924.80 tons / year
The 18th FSTPT International Symposium, Unila, Bandar Lampung, August 28, 2015
With the magnitude of the charge characteristics of the above, the following alternative
calculated tabelaris planned vessel size was associated terhapap number of visits per year.
Table 1 Analysis of Passenger Vessel Type
500 GRT
Passenger
Potential per year (person)
231302
Netto capasity
425
Visit per year
544
1000 GRT
Capasity
850
Visit per year
272
Cargo
Tabel 2 Analysis of Cargo Vessel Type
500 DWT
Potential per year (person)
Netto capasity
Visit per year
861849
425
2028
Capasity
850
Crued Palm Oil/CPO
Tabel 3 Analysis of CPO Tank Vessel Type
500 DWT
Potential per year (person)
Netto capasity
Visit per year
659924,8
425
1553
1000 DWT
Capasity
Visit per year
850
776
1000 DWT
Visit per year
1014
To get an idea of traffic or level of activity, an analysis of the average calculation unit time
ship visits by month, week, and day, the result is as below:
Table 4 Analysis of Vessel Visit Averagel
Vessel Type Vessel Dimension
500 GRT
Passenger
Cargo
CPO
1000 GRT
500 DWT
1000 DWT
500 DWT
1000 DWT
Per Year
544
272
2028
1014
1553
776
Average Vessel Visit
Per Month
45
23
169
84
129
65
Per Week
10
5
36
18
28
14
Per Day
1,5
0,7
5,6
2,8
4,3
2,1
Determination of Needs Space Port Master Plan Bagansiapiapi
Space requirement is calculated for each space for the type collector port siperlukan, then
summed. Determination follow the standards applicable to each function space.
Area of land allotment has an area of 18 ha prepared for long-term development, although
land acquisition and construction through phasing. As per the survey results and the
information has been obtained that the current through the first phase of the prepared area
of ± 4 ha with a broad awakening of ± 2 Ha. The results of the survey conducted land area
of 15 hectares.
The 18th FSTPT International Symposium, Unila, Bandar Lampung, August 28, 2015
CONCLUSION
From the studies that have been done obtained the conclusion that the analysis of the
expansion of the harbor point system should consider the relevance of the harbor point to
points other ports, especially the port points to the close proximity to the ports surveyed.
This is to maintain network performance port in the system, and there is no unhealthy
competition, to disrupt the way the system nationally.
Coordination between central and local governments in optimizing the development of the
point-point port in Indonesia, is an agenda that should be done regularly and integrated.
To port Bagansiapiapi, historical aspects and the biggest names in the past, is the dominant
aspect of the decision, to justify the expansion and restructuring master plan, but still
should be tailored to Dumai port expansion, a distance of close to Bagansiapiapi.
REFERENCES
Final Report of the Port Master Plan Study Bagansiapiapi, 2013, the Port Authority of
Belawan-Medan, the Ministry of Public Works.
Jinca, M. Yamin, 2011, Indonesia Sea Transportation, Systems Analysis & Case Studies
(In Bahasa Indonesia : Transportasi Laut Indonesia, Analisa Sistem & Studi Kasus),
Brillian Internasional, Surabaya.
Kramadibrata, Soedjono 2002, Port Planning ( In Bahasa Indonesia: Perencanaan
Pelabuhan, Penerbit ITB, Bandung.
Triatmodjo, Bambang, 2009, Perencanaan Pelabuhan, Beta Offset, Yogyakarta.
Sudjana, Prof.DR., M.A.,M.Sc., 2001, Regression and Correlation Analysis Techniques
For The researchers ( in Bahasa Indonesia: Teknik Analisis Regresi dan Korelasi Bagi Para
Peneliti), Penerbit “Transito”, Bandung
Sugiyono, DR., Statistics for Research ( In Bahasa Indonesia: Statistika Untuk Penelitian),
Penerbit CV. Alfabeta, Bandung
Tamin, Ofyar Z., 2008, Planning, Modeling, & Transportation Engineering: Theory,
Example Problem, and Applications ( In Bahasa Indonesia: Perencanaan, Pemodelan, &
Rekayasa Transportasi: Teori, Contoh Soal, dan Aplikasi), Penerbit ITB, Bandung