Available online at www.sciencedirect.

com

ScienceDirect
Procedia Earth and Planetary Science 14 (2015) 118 127

2nd International Seminar on Ocean and Coastal Engineering, Environment and Natural Disaster
Management, ISOCEEN 2014

Connectivity Analysis of port in Eastern Indonesia

Muhammad Badrus Zamana , Iwan Vananyb, Duha Awaluddin Kc
a

Department of Marine Engineering, Institut Teknologi Sepuluh Nopember (ITS)Surabaya, 60111, Indonesia
Department of Industrial Engineering, Institut Teknologi Sepuluh Nopember (ITS)Surabaya, 60111, Indonesia
c
Cendrawasih University, Papua- Indonesia

Abstract
Most of the national transport using sea transportation, especially the eastern part of Indonesia. Characteristics of geography on
land and sea and the existing infrastructure in eastern Indonesia supports the transport more efficient use of sea transport. However,
the cost of logistics in eastern Indonesia is more expensive than the West. The effort to improve the connectivity between ports in
Indonesia, particularly Eastern Indonesia is believed to be able to reduce the cost of logistics that exist today. The aim of this study
is to analyze the connectivity between ports in eastern Indonesia. The analysis is using Gravity method. The results of this study
are expected to know how to rate density of connectivity ports eastern Indonesia. Based on the existing level of connectivity density,
the analysis regarding the pattern of connectivity between ports in eastern Indonesia become more efficient and policy
recommendations needed to improve the connectivity between these ports have conducted.
Keywords: Connectivity, logistics, port, eastern Indonesia,

1.

Introduction

Indonesia is maritime country. Indonesia has good potential in maritime sector. The potential are in marine
resources and marine transportation. In fact, most of the transport in Indonesia is carried out by using sea transportation
which is around 88%. Payload power capability compared with other types of transportation such as (land, and air)
causes the carriage of goods by sea transport more efficient. This condition indicates that efforts to improve the policy
and management of marine transportation is important to improve the performance of the national logistics. Expected
an increase in the performance of logistics will be able to lower the cost of national logistics.
Logistics is an important issue for Indonesia which has geographical conditions comprise more than 17 thousand
islands with a diversity of natural resources and other commodities. Indonesia's logistics performance is not optimal

Corresponding author. Tel.: +6287755335080; fax:+6231-5994754

E-mail address:[email protected]

1878-5220 2015 The Authors. Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibilty of the Department of Ocean Engineering, Institut Teknologi Sepuluh Nopember.
doi:10.1016/j.proeps.2015.07.092

Muhammad Badrus Zaman et al. / Procedia Earth and Planetary Science 14 (2015) 118 127

compared with other woods ASEAN countries such as Singapore and Malaysia. The World Bank report that based on
the value of its logistics performance index for 2010 shows that Indonesia was ranked 75th out of 155 countries.
Singapore has been ranked 2nd, Malaysia is ranked 29 and Thailand was ranked 35th. In addition, Indonesia's logistics
costs more expensive compared with other countries in ASEAN that nearly 27% of Indonesia's PDB product.
Eastern Indonesia logistics costs are the highest at 50% -60% compared with western Indonesia (example: Sumatra)
and the central part of Indonesia that is only 30% (example: Bali and Makassar). This condition can be shown by the
price of one sack of cement in Makassar which have range Rp.45.000-50 000. However, the price in Papua is Rp
200.000. This indicates that, marine transportation problems in eastern Indonesia there and affect the economy and
prosperity Good efforts to to do good management, especially ports in eastern Indonesia is important to be conducted.
Ports have a role and a very important function in the movement and economic growth in Indonesia, particularly in
eastern Indonesia archipelago. Hubs like Sorong and Bitung have been built, as well as ports in Ambon, Jayapura,
Biak, Merauke and others. Some pioneering port is also built to support the transport of goods to the eastern part of
Indonesia. However, the cost of logistics eastern Indonesia Indonesia is still expensive compared with the West area.
Analysts believe that the low-density connectivity between ports in eastern Indonesia is the main constraint. Efforts to
increase connectivity density will be able to impact on the logistics cost of transporting the goods in eastern Indonesia.
The specific formulation and restrictions on the problem in this study are; First, how does the pattern of the existing
network of existing connectivity at ports in Eastern Indonesia. Second, how the density level of connectivity ports in
eastern Indonesia for the purpose of transporting goods which will affect the smooth distribution process.
Third, how is the new pattern of network connectivity with better connectivity to ports in eastern Indonesia. Finally,
recommendations for improvement will also be given to increase connectivity.

2.

Literature review

There are several previous studies to analyze the density connectivity between ports in Indonesia, particularly
eastern Indonesia. Some existing research is in international journals mostly in the air and land transport modes. Kim
and Park1 have analyzed the connectivity of freight / cargo at airports. Manzano et al (2012)2 conducted a study to
determine the hub airports in the country of Spain, and the flight pattern of the transfer function of linear methods of
connectivity.
This study will attempt to analyze the density level of connectivity between ports in eastern Indonesia. The results
of the analysis will be used to determine the pattern of connectivity more efficient. In addition, the recommendations
related to the improvement needs to be done by the central government. In this case, department of transportation and
local governments have to increase the density of connectivity between ports in eastern Indonesia.
3.

The Connectivity

Network of connectivity can be used as a measure to study the performance of the transportation system that will
help decision-makers to prioritize investment in transport and decided termination (stop/lines which require immediate
attention in terms of operational and maintenance3.
In this context, connectivity is one of the indices of measurement that can be used to measure and evaluate the
performance of transport4.
The size of the transport connectivity can be used for multiple purposes. First, in a public institution, connectivity
can be used as a measure of the public expenditure to calculate the transport and termination as well as to evaluate the
performance of the overall system performance. Second, in rural or suburban areas where the appropriate information
on passengers, boarding, and stop are not available (which is generally a function or task of transporting a
comprehensive and well designed in a travel package or an advanced transport system in which smart cards are used
to keep track of income) to obtain a measure of performance to develop service delivery strategies. Third, as a measure
of performance in a multi-modal urban network consisting of a large-scale local bus, express bus, metro, train local,
inter-regional train, bus transport, and other transportation services that serve rural and urban areas, where transport
services provided by public and private institutions in contrast to the system of coordination.

119

120

Muhammad Badrus Zaman et al. / Procedia Earth and Planetary Science 14 (2015) 118 127

4.

Connectivity Index

In this study, the connectivity is analyzed using gravity methods. This method is very simple but quite effective for
the analysis of port connectivity. The data required is the PDRB (Produk Domestik Regional Bruto).The first scientist
which have used a gravity model is EJ Ravenstein. The law of gravity explains that the magnitude of the power of
attraction between two objects is inversely proportional to the square of the distance of two objects. Interactions
between human groups with the other human groups as automaker and consumer goods as well as necessary, indicate
motion (movement). Manufacturers something goods are generally located at a particular place in space geography,
while the subscription is located or dispersed in various distances around the manufacturer. Before the transaction
occurs there must be movement in advance. Frequency of movement between producers and consumers and the
subscription is influenced by the principle of optimization, by the terms "threshold" or by existing competitors and
the distance. Threshold is the minimum distance the population in need, in this case the user, can be used to establish
the basis of calculation of a business unit.
Form of gravity model formula is as follows:
z

Gravity Index Existing Condition

Having obtained the eastern part of Indonesia PDRB, the next process is to calculate the index of gravity by using
the gravity model Tinbergen.

.............................................................................................(1)

Where F is Flow/Gravity, M is mass of economic, D is Distance, G is constant, 1, 2 are coefficient of economic

size and 3 is coefficient of distance.
From the above equation for the gravitational obtained from each combination of two areas that include Papua
(Jayapura), West Papua (Sorong), Moluccas (Ambon), North Maluku (Ternate), South Sulawesi (Makassar), North
Sulawesi (Bitung), and East Java (Surabaya).

5.

Policy of Port

Indonesia's economic conditions improved for the central government which will continue to aggressively
consolidate. Regarding all forms of government policy, all regions government should know the steps; if possible all
governors took part in the policy. There has to be give and take in the plan, synchronization will only make us stronger
economy in the future.
Basically, the traditional functions of the port is as a distribution of good products, raw materials, natural resources
and the distribution of human resources which is the process is by sea. For the distribution of them, the port has an
absolute advantage is low cost and large volume (compared to other transportation, aircraft, trucks, etc.) Then, how
the relationship or logical link between the port and the economy? Port that creates a low transportation costs, resulting
in low production costs, resulting in a lower selling price of goods, increasing competitive advantage, so that the
economy will grow quickly. The higher mobility of factors of production (especially human resources), the economy
of a region is high. So it is very important ports in stimulating the regional economy.
The concept of port development should be seen as a sub-system with other supporting infrastructure. This
infrastructure is such as the port itself (supporting facilities, management and information technology), the center of
industrial growth center or trade (special economic zones, import export zones, and the like), supporting infrastructure
(highways, arterial roads, electricity, water, telecommunications), connectivity (global, regional, national, regional)

121

Muhammad Badrus Zaman et al. / Procedia Earth and Planetary Science 14 (2015) 118 127

and economic aspects (macro and micro-economic indicators). Each sub-system must be constructed and connected
to another. If this is achieved then the port will provide a higher acceleration to the regional economy.
6.

PDRB of Eastern Indonesia

PDRB is a tool that can describe the condition of the economy of a region. By knowing the level of the economy
of the region, it can be estimated condition of transport trade with a level of accuracy that can be trusted. Because as
it is commonly known, transport trade a region is directly proportional to the level of the region's economy.
Tabel 1. PDRB Kabupaten/Kota/Provinsi Indonesia Timur dalam Miliar Rupiah
Tahun

Kabupaten/Kota/Provinsi
2008
Jayapura
Jayapura City
Mimika
Prov. Papua
Manokwari
Sorong
Sorong City
Prov. Papua Barat
Ambon
Prov. Maluku
Ternate
Prov. Maluku Utara
Makassar
Prov. Sulawesi Selatan
Manado
Bitung
Prov. Sulawesi Utara
Surabaya
Prov. Jawa Timur

1,337
5,125
41,356
61,376
2,176
4,745
2,400
13,671
2,668
6,381
711
3,781
26,068
81,822
8,730
3,176
27,589
162,833
594,370

2009
1,609
6,494
52,538
76,779
2,561
5,745
2,728
16,982
3,003
7,136
845
4,494
31,264
96,001
10,488
3,509
31,891
178,599
663,645

2010
1,919
7,511
56,308
84,886
2,947
6,136
3,197
25,535
3,442
8,077
992
5,186
37,007
113,643
11,880
3,863
36,110
205,161
756,641

(Source : BPS Indonesia, 2014)

Fig.1. PDRB in East Java, Indonesia

2011
2,214
9,045
45,425
78,688
3,338
6,815
3,676
34,110
4,179
9,599
1,146
5,867
43,428
133,845
13,399
4,232
40,810
235,034
860,863

2012
2,549
10,766
40,498
79,112
3,783
7,018
4,206
40,459
5,061
11,469
1,323
6,657
50,702
155,267
15,622
4,818
46,195
264,336
973,348

122

Muhammad Badrus Zaman et al. / Procedia Earth and Planetary Science 14 (2015) 118 127

Fig 2. PDRB in Eastern Indonesia

From the equation 1, the gravitational obtained from each combination of two areas that include Papua (Jayapura),
West Papua (Sorong), Maluku (Ambon), North Maluku (Ternate), South Sulawesi (Makassar), North Sulawesi
(Bitung), and East Java (Surabaya). Now we know the magnitude of the gravity of each region, then the normalized
index of gravity obtained in accordance with the following table 2 and the visualization could be shown in Figure 3.
Table 2. Index gravity for connectivity

Papua (Jayapura)
Papua (Jayapura)
Papua (Jayapura)
Papua (Jayapura)
Papua (Jayapura)
Papua (Jayapura)
West Papua (Sorong)
West Papua (Sorong)
West Papua (Sorong)
West Papua (Sorong)
West Papua (Sorong)
Maluku (Ambon)
Maluku (Ambon)
Maluku (Ambon)
Maluku (Ambon)
North Maluku (Ternate)
North Maluku (Ternate)
North Maluku (Ternate)

West papuat (Sorong)

Maluku (Ambon)
North Maluku(Ternate)
South Sulawesi (Makassar)
North Sulawesi (Bitung)
East Java (Surabaya)
Maluku (Ambon)
North Maluku (Ternate)
South Sulawesi (Makassar)
North Sulawesi (Bitung)
East Java (Surabaya)
North Maluku (Ternate)
South Sulawesi (Makassar)
North Sulawesi (Bitung)
East Java (Surabaya)
South Sulawesi (Makassar)
North Sulawesi (Bitung)
East Java (Surabaya)

South Sulawesi (Makassar)

South Sulawesi (Makassar)

North Sulawesi (Bitung)

East Java (Surabaya)
East Java (Surabaya)

North Sulawesi (Bitung)

Fij

Index

7,385
945
551
5,251
2,945
21,343
4,261
2,408
7,980
8,421
24,937
914
5,699
5,513
13,000
1,726
12,267
4,952

8
1
1
6
3
24
5
3
9
9
28
1
6
6
14
2
14
5

14,184
722,924

16
798

38,510

42

906,117

1,000

Muhammad Badrus Zaman et al. / Procedia Earth and Planetary Science 14 (2015) 118 127

Fig. 3 .Index gravity in Eastern Indonesia

7. Scenario of Development Accessibility

The scenario of development of eastern Indonesia accessibility is to establish a major hub port which became the
main port for distributing the goods are shipped from Surabaya to Makassar. To find the port scenarios are most
likely to be used as a hub is to find the vertices of gravity of each region.
Table 3. Gravity of Eastern Indonesia

Papua (Jayapura)
West Papua (Sorong)
Maluku (Ambon)
North Maluku (Ternate)
South Sulawesi (Makassar)
North Sulawesi (Bitung)
East Java (Surabaya)

21
31
17
13
418
45
456

Table 1 show the gravity of Makassar and Surabaya was dominant, and as described previously, Surabaya is the
center of the connection between Java and eastern Indonesia, while Makassar is the gate.
Thus, in further calculations, Surabaya and Makassar not counted as Port Hub for eastern Indonesia.
Table 4. Gravity of eastern Indonesia and Makassar
Papua (Jayapura)
West Papua (Sorong)
Maluku (Ambon)
North Maluku (Ternate)
North Sulawesi (Bitung)

70
317
104
83
212

Table 5. Projection of gravity eastern Indonesia and Makassar in 2020

Papua (Jayapura)
Papua Barat (Sorong)
Maluku (Ambon)
Maluku Utara (Ternate)
Sulawesi Utara (Bitung)

106
189
108
111
269

123

124

Muhammad Badrus Zaman et al. / Procedia Earth and Planetary Science 14 (2015) 118 127

From the calculation of gravity knot in 2012 and projected to 2020, shoves and Bitung is an area that has the
greatest node. This indicates that the connectivity in both areas of the regions surrounding the highest compared with
other regions. Therefore, Bitung and Sorong is an alternative to be used as a hub port Indonesian eastern region.
7.1 Scenario 1 : Bitung as Hub Port
Table 5. Scenario 1 for connectivity in 2012
i

South Sulawesi (Makassar)

North Sulawesi (Bitung)

North Sulawesi (Bitung)

Papua (Jayapura)

North Sulawesi (Bitung)

Maluku (Ambon)

North Sulawesi (Bitung)

North Maluku (Ternate)

North Sulawesi (Bitung)

Fij
14,184
2,945
5,513

West Papua (Sorong)

Total

12,267
8,421
43,330

Fig 4. Scenario 1 for Connectivity in 2012

Table 6 : Scenario 1 for Connectivity in 2020

South Sulawesi (Makassar)

North Sulawesi (Bitung)

North Sulawesi (Bitung)

Papua (Jayapura)

North Sulawesi (Bitung)

Maluku (Ambon)

North Sulawesi (Bitung)

North Maluku (Ternate)

North Sulawesi (Bitung)

West Papua (Sorong)

Total

Fij

143,279
14,432
50,120
106,810
213,687
528,328

Muhammad Badrus Zaman et al. / Procedia Earth and Planetary Science 14 (2015) 118 127

Fig. 5. Scenario 1 for Connectivity in 2020

7.2 Scenario 2 : Sorong as Hub Port

Tabel 7. Scenario 2 for Connectivity in 2012

Fij

South Sulawesi (Makassar)

West Papua (Sorong)

7,980

West Papua (Sorong)

Papua (Jayapura)

7,385

West Papua (Sorong)

Maluku (Ambon)

4,261

West Papua (Sorong)

North Maluku (Ternate)

2,408

West Papua (Sorong)

North Sulawesi (Bitung)

8,421

Total

Fig. 6. Scenario 2 for Connectivity in 2012

30,456

125

126

Muhammad Badrus Zaman et al. / Procedia Earth and Planetary Science 14 (2015) 118 127
Table 8. Scenario 2 for Connectivity in 2020

South Sulawesi (Makassar)

West Papua (Sorong)

West Papua (Sorong)

Papua (Jayapura)

West Papua (Sorong)

Maluku (Ambon)

West Papua (Sorong)

North Maluku (Ternate)

West Papua (Sorong)

North Sulawesi (Bitung)

Total

Fij

260,070
116,740
124,970
67,641
213,687
783,108

Fig. 7. Scenario 2 for Connectivity in 2020

7.3 Selected Scenarios

In scenario 1, by using Bitung as a hub port, connectivity obtained a cumulative of 43 330 in 2012, and 528 328 in
2020, and with a standard deviation of connectivity to other regions respectively by 4640 and 78 252.
While in the second scenario, by using Sorong as a hub port, connectivity obtained a cumulative of 30 456 in 2012,
and 783.108 in 2020, and with a standard deviation of connectivity to other regions respectively by 2626 and 78 211.
As such means, although in 2012 the scenario 1 has a larger cumulative connectivity compared with scenario 2, but
the standard deviation of connectivity to other areas in that year and in 2020 its value is greater than the standard
deviation of scenario 2.
This means, although the cumulative connectivity larger, but this should not be achieved evenly. Jayapura region
and Ambon is the most disadvantaged region with this first scenario. While, in the scenario 2, the standard deviation
is smaller, so connectivity is achieved evenly. From this second scenario, the region is predicted to be less developed
than other areas are Ternate. This is not due to a bad hub location, but due to the size of the economy (PDRB) of the
region that is not as big as other regions. By taking consideration of economic growth until 2020, there was found that
in 2020 there was a shift of economic power. By using scenario 2 obtained cumulative connectivity 783.108, which

Muhammad Badrus Zaman et al. / Procedia Earth and Planetary Science 14 (2015) 118 127

127

is worth 1.5 times greater than the cumulative of connectivity in scenario 1; 528.328. So it can be concluded that in
order to develop connectivity in eastern Indonesia, it should be selected the scenario 2 by building hub port in Sorong.
8. Recommendation
The analysis of the connectivity that has been done. Recommendation for the development of ports in eastern
Indonesia was established. These recommendations will serve as an accurate input to the central government and local
government concerned to do the follow-up to the development of ports in eastern Indonesia. Some of the
recommendations obtained are as follows:
1. From the analysis, it was found that in 2020 there was a shift of economic power. By using scenario 2, obtained
cumulative connectivity 783 108, which is worth 1.5 times greater than the cumulative connectivity scenario 1;
528.328. So it can be concluded that in order to develop connectivity eastern Indonesia is to select scenario 2,
which is the "build Hub port in Sorong."
2. Sorong is capital of West Papua which has tremendous potential. Sorong also has a strategic location to be great
as Surabaya, Makassar and other cities.
3. In the process of port development, it is need to involve all elements in this country such as government, industry,
academia, community leaders, youth leaders and others.
4. Allocation of funding to be really prepared for the construction of the port.
9.

Conclusions

The analysis of port connectivity based on the data is obtained. It can be concluded as follows:
1. In this study, the selected port area is Surabaya, Bitung, Ambon, Sorong, Jayapura.
2. The model used for the analysis of connectivity is gravity model. In this model, the main data used is PDRB in
each region, where it will affect the volume and frequency of transport and connectivity.
3. In the first scenario, by using Bitung as a hub port, obtained cumulative connectivity of 43.330 in 2012, and
528.328 in 2020, and with a standard deviation of connectivity to other regions respectively by 4640 and 78.252.
4. In the second scenario, by using Sorong as a hub port, connectivity obtained a cumulative of 30.456 in 2012,
and 783.108 in 2020, and with a standard deviation of connectivity to other regions respectively by 2626 and 78
211.
5. As such means, although in 2012 the scenario 1 has a larger cumulative connectivity compared with scenario 2,
but the standard deviation of connectivity to other areas in that year and in 2020 its value is greater than the
standard deviation of scenario 2. This means that, although cumulative greater connectivity, but this should not
be achieved evenly. Jayapura region and Ambon is the most disadvantaged region with this first scenario.
6. By using scenario 2, the standard deviation is smaller, so that connectivity is achieved evenly. From this second
scenario, the region is predicted to be less developed than other areas are Ternate. This is not due to a bad hub
location, but due to the size of the economy (PDRB) of the region that is not as big as other regions.
7. By using scenario 2, obtained cumulative connectivity 783.108, which is worth 1.5 times greater than the
cumulative connectivity scenario 1 (528.328. 8). It can be concluded that in order to develop connectivity eastern
Indonesia is to choose a scenario 2, namely by building hub port in Sorong.
References
1. Kim, J, Y dan Park, Y. Connectivity analysis of transshipments at a cargo hub airport. Journal of Air Transport Management, 18, 2012. pp
12-15.
2. Manzano, J, I, C, Valpuesta, L, L, Pedregal, D, J., (2012), What role will hubs play in LCC point-to-point connections are? The Spanish
experience, Journal of Transport Geography, 24, 262-270
3. Qu X, Meng Q, Suyi L (2011) Ship collision risk assessment for the Singapore Strait. Els Sci Dir 43: 2011. pp 2030-2036.
4. El-Naggar, M.E., (2010) : Aplication Of Queuing Theory To The Container Terminal At Alexandria Seaport. Alexandria University, Alexandria,
Egipt.