Open Access proceedings Journal of Physics: Conference series Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 44 Study of economic impact of terminals type A and weigh stations management handover in East Java province to the central government M. Ruslin Anwar1, M. Hamzah H1, Ayu R. D. A1 1 Civil Engineering Department, Engineering Faculty, Universitas Brawijaya, Malang, 65145, Indonesia ruslin@ub.ac.id Received 10-01-2019; revised 06-02-2019; accepted 11-03-2019 Abstract. Purpose of this study is to know the operational performance of terminals type A and weigh stations in East Java Province, analyse the economic contribution to the regional government, assessing the operational impact terminals type A and weigh, and examine the strategy of minimizing the operational impact if terminals are taken over by the central government. Analysis used in this study are growth analysis, efficiency analysis, Importance- Performance Analysis (IPA) method, and Strength Weakness Opportunity Threat method. The operational economic performance of Terminals Type A (Arjosari Terminal), obtained retribution of 2,346,495,500 IDR and Bayuangga Terminal obtained retribution of 1,796,877,000 IDR. The operational economic performance of weigh stations is 35,668,880,000 IDR. The operational economic contribution of Terminals Type A and weigh stations is very small/less. The operational impact of Terminals Type A that taken over by the Central Government for the next 15 years is still considered good. Strategy to minimize the operational impact of Terminals Type A with: 1. Strategy S-O (Strength-Opportunity), 2. Strategy S-T (Strength-Threat), 3. Strategy W-O (Weak-Opportunity), 4. Strategy W-T (Weak-Threat). For weigh stations we cannot do IPA and SWOT analysis because all samples of weigh bridges are no longer operating when this study is conducted. Keywords: Terminals Type A, Weigh Stations, IPA, SWOT. 1. Introduction The transportation system in Indonesia, approximately around 70 to 80 percent, is on the land and it supposed to be the best, it should not be inferior to airports and train stations. If the province government is deemed not be able to provide information technology, the central government ought to foster and guide them. The Ministry of Transportation (Kemenhub) will begin to take over the management of 120 weigh stations and terminals type A throughout Indonesia. Previously, since the enactment of regional autonomy, the management of weigh stations and terminals type A was managed by Regional Transportation Agency. The handover of terminals and weigh stations is only in the bookkeeping process, so that the incoming retributions can be directly used for the maintenance and development of those two facilities. In addition, the Ministry of Transportation will transfer the employee status of mailto:ruslin@ub.ac.id Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 45 Regional Transportation Agency who manage terminals type A and weigh stations, for them to be proposed as official government employees at the Ministry of Transportation. Law number 23 of 2014 states terminals type A and weigh stations will be taken into operation by the central government. Therefore, discussions must be held to discuss the matter. These discussions included experts from the Ministry of Transportation (Kemenhub) and the Ministry of Home Affairs (Kemendagri) who were followed by all heads of Transportation Departments in East Java with BPKAD (Regional Financial and Asset Management Agency) in both East Java Province and Districts/Cities in East Java. It is expected that Law number 23 of 2014 provides opportunities and benefits to the regional government. Supervision and guidance are carried out by the central government, but the operation remains in the regional of either province or district/city in East Java Province. Many problems, pros and cons arising from this policy. The objectives of this study are: 1. Knowing the economic performance of terminals type A and weigh stations in the study area of East Java Province. 2. Analysing the economic contributions to the regional government if terminals type A and weigh stations are taken over by the central government. 3. Assessing operational impacts if terminals type A and weigh stations in East Java Province are taken over by the central government. 4. Assessing strategies for minimizing the operational impact if terminals type A and weigh stations in East Java Province are taken over by the central government. 2. Material and Methods Methods used for data collection in this study is primary and secondary methods. Secondary data collection method is collecting data from related institutions, data from the destination of passengers and goods movement. Primary data needed in this study is by taking data directly in the field, using questionnaires. Interviews are conducted with the government at the study site. 2.1. The Operational Economic Performance Analysis 1. Overload Analysis in Weigh Stations Overload of goods can be detected through weighing freight loads in the weigh station that is passed. Overload analysis in weigh stations includes: • Analysis of the freight transport amount in weigh stations. • Analysis of cargo freight loads. • Analysis of the freight overload percentage. The violation occurrence of goods load can be known if the freight transport vehicle carries a load that is not in accordance with the specified JBI (Total Permitted Weight). Under current conditions, the freight loads excess tolerance is set at 25%. 2. Analysis of Freight Loads Transportation Cost Based on two aspects and procedures commonly used in freight load transportation cost, there are: • Holding a classification of goods in several groups for the purpose in determining the rating, and • Conducting preparations regarding the rate scale and how they are used in a tariff list. The first aspect is about or related to what or what goods that will be transported, meanwhile the second aspect is related to where or where between places the goods are transported and the calculation is based on the first aspect. According to Morlok [5] and Warpani [9], in the classification of goods that are transported, it is necessary to pay attention to various factors, including type of transported goods, volume or weight, price or value and so forth. Therefore, goods that are identical or almost the same in characteristic and type, they will be classified into one group, then they are going to be set by a certain tariff for the group. Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 46 2.2. The Economic Contribution Analysis 1. Analysis of PAD Source Contribution For the purpose to find out the contribution of each APBD source to the total APBD, the contribution of each PAD source to the total PAD, the contribution of each regional tax type to the total regional tax. Adawiyah [1] describe the contribution of each regional retribution type to the total regional retribution, and BUMD respective contribution to the total portion of BUMD profits, the following formulation is used: 𝑃𝑛 = 𝑄𝑋 𝑥 100 𝑄𝑌 with, Pn = Contribution of PAD component revenue to the APBD (Rupiah) QY = Amount of APBD revenue (Rupiah) QX = Amount of PAD revenue component (Rupiah) n = A certain year (period) 2.3. The Operational Impact Analysis 1. Analysis of IPA (Importance-Performance Analysis) Jonathan [7] describe that IPA has the main function to display information related to service factors that according to consumers greatly influence their satisfaction and loyalty, and service factors that according to consumers need to be improved because current conditions are not satisfactory. Bakhtiar [2] and Saputra [4] used IPA method for the terminals performance analysis. IPA combines the measurement of importance level and satisfaction level factors into two-dimensional graph that facilitates explanation of data and practical proposal acquirements. In this study, there are two variables used, X to indicate the satisfaction performance level and Y to indicate the importance level indicators. Using the formula: 𝑇𝑘𝑖 = 𝑋𝑖 𝑌𝑖 𝑥 100% with, Tki = Respondent suitability level. Xi = Performance assessment score. Yi = Importance assessment score. 2. Analysis of SWOT (Strength Weakness Opportunity Threat) The SWOT analysis is needed in this study used to help finding out potential areas at the study site. Rangkuti [3] present an internal and external factors are carried out in this SWOT analysis. Internal analysis is intended to identify strengths and weaknesses, while external analysis is intended to know opportunities and threats. Method used to construct strategic factors of terminal effectiveness is using the SWOT matrix. This matrix can be clearly illustrated how external opportunities and threats can be adjusted to the internal strengths and weaknesses they have. The purpose of SWOT analysis is providing an overall image of analysis results of strength, weakness, opportunity and threat that used as a basis for objectivity and strategies making in terminal development. The analysis of SWOT consists of four factors, there are: 1. Strength It is a strength condition contained in terminals. The strength analysed is a factor found in the terminal itself. Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 47 2. Weakness It is a weakness condition contained in terminals. The weakness analyzed is a factor found in the terminal itself. 3. Opportunity It is an opportunity condition to develop in the future that occurs. Conditions that occur are opportunities from outside the terminal. For example, accessibility, government policies, environmental conditions. 4. Threat It is a threatening condition from the outside. The threats can interfere with the concept of terminals planning and development. 3. Result and Discussion 3.1. The Operational Economic Performance of Terminals Type A and Weigh Stations 3.1.1 The Operational Economic Performance of Terminals Type A 1. Arjosari Terminal There are several criteria used to find out the economic performance of Arjosari Terminal, as follows: 1) Terminal service Based on the calculation result, the annual income from terminal service is 1,241,632,500 IDR. 2) Passengers boarding and unboarding parking service Based on the calculation result, the income from passengers boarding and unboarding parking service every year is 373,629,000 IDR. 3) Waiting for departure parking service Based on the calculation result, the income from parking service while waiting for departure every year is 268,274,000 IDR. 4) Parking service other than public transportation Based on the calculation result, the income from the motorized vehicles parking service every month is 462,960,000 IDR. 2. Bayuangga Terminal There are several criteria used to find out the economic performance of Bayuangga Terminal, as follows: 1) Terminal service Based on the calculation result, annual income from terminal service is 1,019,859,000 IDR. 2) Passengers boarding and unboarding parking service Based on the calculation result, the income from passengers boarding and unboarding parking service every year is 464,454,000 IDR. 3) Waiting for departure parking service Based on the calculation result, the income from parking service while waiting for departure every year is 290,604,000 IDR. 4) Parking service other than public transportation Based on the calculation result, the income from the motorized vehicles parking service every month is 21,960,000 IDR. 3.1.2 The Operational Economic Performance of Weigh Stations 1. Rejoso Weigh Station There are two criteria to determine the economic performance of the weigh station, there are: 1) Costs of Unloading and/or Storing of Over Loads. In the activities of unloading, storing or stacking goods and re-loading the loads using warehouse and land owned by the Province Regional Government are subject to retribution in the use of regional asset with provision of: Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 48 a) The use of warehouses and land for storing goods that are unloaded for less than 1(one) day is calculated as 1 (one) day. b) The use of warehouses and land for storing goods shall be carried out no later than 15 (fifteen) days from the date of storage. c) If the period expires and the goods stored are not taken, they belong to the Province Regional Government. 2) Fines value for violations of loading, carrying capacity and dimensions. Based on the analysis result, the amount of fines value of Rejoso Weigh Station in East Java is explained in Table 1 below. Table 1. Fines Value for Violations in Rejoso Weigh Station 2016 No Weigh Station Vehicle Groups Number of Violations Amount of Fines Total 1 Rejoso Group I 129,073 20,000 2,581,460,000 Group II 12,021 40,000 480,840,000 Group III 23,627 50,000 1,181,350,000 Group IV 16,622 60,000 997,320,000 Total 4,808,214,000 2. Sedarum Weigh Station There are two criteria to determine the economic performance of the weigh station, there are: 1) Costs of Unloading and/or Storing of Over Loads. In the activities of unloading, storing or stacking goods and re-loading the loads using warehouse and land owned by the Province Regional Government are subject to retribution in the use of regional asset with provision of: a) The use of warehouses and land for storing goods that are unloaded for less than 1(one) day is calculated as 1 (one) day. b) The use of warehouses and land for storing goods shall be carried out no later than 15 (fifteen) days from the date of storage. c) If the period expires and the goods stored are not taken, they belong to the Province Regional Government. 2) Fines value for violations of loading, carrying capacity and dimensions. Based on the analysis results, the amount of fines value of Sedarum Weigh Station in East Java is explained in Table 2 below. Tabel 2. Fines Value for Violations in Sedarum Weigh Station 2016 No Weigh Station Vehicle Groups Number of Violations Amount of Fines Total 1 Sedarum Group I 101,225 20,000 2,024,500,000 Group II 22,809 40,000 912,360,000 Group III 64,899 50,000 3,244,950,000 Group IV 23,174 60,000 1,390,440,000 Total 7,572,250,000 3. Widang Weigh Station There are two criteria to determine the economic performance of the weigh station, there are: 1) Costs of Unloading and/or Storing of Over Loads. In the activities of unloading, storing or stacking goods and re-loading the loads using warehouse and land owned by the Province Regional Government are subject to retribution in the use of regional asset with provision of: a) The use of warehouses and land for storing goods that are unloaded for less than 1(one) day is calculated as 1 (one) day. Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 49 b) The use of warehouses and land for storing goods shall be carried out no later than 15 (fifteen) days from the date of storage. c) If the period expires and the goods stored are not taken, they belong to the Province Regional Government. 2) Fines value for violations of loading, carrying capacity and dimensions. Based on the analysis results, the amount of fines value of Widang Weigh Station in East Java is explained in Table 3 below. Tabel 3. Fines Value for Violations in Widang Weigh Station 2016 No Weigh Station Vehicle Groups Number of Violations Amount of Fines Total 1 Widang Group I 3,431 20,000 68,620,000 Group II 918 40,000 36,720,000 Group III 3,064 50,000 153,200,000 Group IV 3,639 60,000 218,340,000 Total 476,880,000 4. Weigh Stations in East Java There are two criteria to determine the economic performance of weigh stations, there are: 1) Costs of Unloading and/or Storing of Over Loads. In the activities of unloading, storing or stacking goods and re-loading the loads using warehouse and land owned by the Province Regional Government are subject to retribution in the use of regional asset with provision of: a) The use of warehouses and land for storing goods that are unloaded for less than 1(one) day is calculated as 1 (one) day. b) The use of warehouses and land for storing goods shall be carried out no later than 15 (fifteen) days from the date of storage. c) If the period expires and the goods stored are not taken, they belong to the Province Regional Government. 2) Fines value for violations of loading, carrying capacity and dimensions. Based on the analysis results, the amount of fines value of weigh stations in East Java is explained in Table 4 below. Tabel 4. Fines Value for Violations in Weigh Stations 2016 No Weigh Station Vehicle Groups Number of Violations Amount of Fines Total 1 East Java Group I 692,323 20,000 13,846,460,000 Group II 86,331 40,000 3,453,240,000 Group III 218,376 50,000 10,918,800,000 Group IV 124,173 60,000 7,450,380,000 Total 35,668,880,000 3.2. The Operational Economic Contribution of Terminals Type A and Weigh Stations Criteria used to measure the operational performance of Terminals Type A and Weigh Stations (Palealu, A.S. and others, 2016) are: • Growth of Retribution Revenue • Efficiency of Retribution Revenue 3.2.1 Terminals Type A 1. Arjosari Terminal 1) Growth Analysis: Measuring how much revenue is realized compared to the previous year. Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 50 𝐺 = (2,346,495,500 − 2,182,088,000) 2,182,088,000 𝑥 100 % = 7.53% Therefore, the growth analysis for Arjosari Terminal is equal to 7.53%. 2) Efficiency Analysis: Comparing costs used to achieve certain goals with results that have been obtained. 𝐸 = 1,795,200,000 2,346,495,500 𝑥 100 % = 76.5% Therefore, the efficiency analysis for Arjosari Terminal is equal to 76.5%. 3) Economic Contribution Comparing the revenues realization with GDRP from transportation sector. 𝐾 = 2,346,495,500 1,122,300,000,000 𝑥 100 % = 0.2% Therefore, the economic contribution of Arjosari Terminal to the GDRP in Malang City is 0.2 %. 2. Bayuangga Terminal 1) Growth Analysis: Measuring how much revenue is realized compared to the previous year. 𝐺 = (1,796,877,000 − 1,809,870,000) 1,809,870,000 𝑥 100 % = −0.71% Therefore, the growth analysis for Bayuangga Terminal is equal to -0.71%. 2) Efficiency Analysis: Comparing costs used to achieve certain goals with results that have been obtained. 𝐸 = 2,199,948,000 1,796,877,000 𝑥 100 % = 122.43% Therefore, the efficiency analysis for Bayuangga Terminal is equal to 122.43 %. 3) Economic Contribution Comparing the revenues realization with GDRP from transportation sector. 𝐾 = 1,796,877,000 1,169,753,160,000 𝑥 100 % = 0.15% Therefore, the economic contribution of Bayuangga Terminal to the GDRP in Probolinggo City is 0.15 %. 3.2.2 Weigh Stations 1. Rejoso Weigh Station 1) Growth Analysis: Measuring how much revenue is realized compared to the previous year. 𝐺 = (4,808,214,000 − 7,006,840,000) 7,006,840,000 𝑥 100 % = −31.38% Therefore, the growth analysis for Rejoso Weigh Station is equal to – 31.38%. 2) Economic Contribution Comparing the revenues realization with GDRP from transportation sector. 𝐾 = 4,808,214,000 543,236,300,000 𝑥 100 % = 0.89% Therefore, the economic contribution of Rejoso Weigh Station to the GDRP in Pasuruan District is 0.89 %. Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 51 2. Sedarum Weigh Station 1) Growth Analysis: Measuring how much revenue is realized compared to the previous year. 𝐺 = (1,390,440,000 − 6,828,580,000) 6,828,580,000 𝑥 100 % = −79.64% Therefore, the growth analysis for Sedarum Weigh Station is equal to -79.64%. 2) Economic Contribution Comparing the revenues realization with GDRP from transportation sector. 𝐾 = 1,390,440,000 543,236,300,000 𝑥 100 % = 0.26% Therefore, the economic contribution of Sedarum Weigh Station to the GDRP in Pasuruan District is 0.26 %. 3. Widang Weigh Station 1) Growth Analysis: Measuring how much revenue is realized compared to the previous year. 𝐺 = (476,880,000 − 6,847,870,000) 6,847,870,000 𝑥 100 % = −93.04% Therefore, the growth analysis for Widang Weigh Station is equal to – 93.04%. 2) Economic Contribution Comparing the revenues realization with GDRP from transportation sector. 𝐾 = 476,880,000 350,633,060,000 𝑥 100 % = 0.14% Therefore, the economic contribution of Widang Weigh Station to the GDRP in Tuban City is 0.14 %. 4. Weigh Stations in East Java 1) Growth Analysis: Measuring how much revenue is realized compared to the previous year. 𝐺 = (35,668,880,000 − 58,895,210,000) 58,895,210,000 𝑥 100 % = −39.44% Therefore, the growth analysis for Weigh Stations is equal to – 39.44%. 2) Economic Contribution Comparing the revenues realization with GDRP from transportation sector. 𝐾 = 35,668,880,000 41,107,640,000,000 𝑥 100 % = 0.08% Therefore, the economic contribution of Weigh Stations in East Java to the GDRP in East Java is 0.08 %. 3.3. The Operational Impact of Terminals Type A and Weigh Stations Management Handover to the Central Government 3.3.1. Analysis of Terminal Type A and Weigh Station Facilities The main and supporting facilities of terminal type A based on Decree of the Minister of Transportation number 132 of 2015 concerning the implementation of passenger road transport terminals are shown in Table 5 below: Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 52 Table 5. Conditions of Terminal Main Facilities with Type A Standards No Main Facilities Requirement Terminal Type A Standards Facilities Condition in Arjosari Terminal Facilities Condition in Bayuangga Terminal 1 Vehicles lane of departure √ √ 2 Vehicles lane of arrival √ √ 3 Passengers waiting room √ √ 4 Vehicles parking lot √ √ 5 Environmental management facilities √ √ 6 Road equipment √ √ 7 Technology use facilities √ √ 8 Media information √ √ 9 Drivers handling √ - 10 Customer service from bus companies √ √ 11 Safety surveillance facilities √ √ 12 Passengers lane of arrival √ √ 13 Departure waiting room √ √ 14 Ticket counters √ - 15 Shared ticket counters √ - 16 Online ticket counters √ - 17 Information centre √ √ 18 Browser board in the terminal √ √ 19 Bulletin board √ √ 20 Baggage service √ - 21 Storage room √ √ 22 Emergency meeting points √ - 23 Disaster evacuation routes √ - Table 6. Conditions of Terminal Supporting Facilities with Type A Standards No Supporting Facilities Requirement Terminal Type A Standards Facilities Condition in Arjosari Terminal Facilities Condition in Bayuangga Terminal 1 Disabled and pregnant women facilities √ √ 2 Security facilities √ √ 3 Security service facilities √ √ 4 Vehicles crew rest facilities √ - 5 Ramp check facilities √ √ 6 Vehicles deposition facilities √ √ 7 Workshop facilities for bus operations √ - 8 Health facilities √ √ 9 Worship/Praying facilities √ √ 10 Passengers transit area √ √ 11 Fire extinguishers √ √ 12 Public facilities √ √ 3.3.2. Analysis of Terminal Type A Queue 1. Arjosari Terminal Frequency of arrivals is the number of vehicles entering the terminal unit of a certain time. It is expressed by the value of Arrival Rate (λ). Frequency of arrivals in Arjosari Terminal is shown in Table 7 below: Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 53 Table 7. Frequency of Bus Arrivals No Month Vehicles λ 1 January 10,442 19 2 February 10,940 22 3 March 10,465 19 4 April 10,555 20 5 May 10,350 19 6 June 10,902 20 7 July 12,015 22 8 August 11,162 20 9 September 11,143 21 10 October 11,237 20 11 November 11,790 22 12 December 13,136 24 Total 134,137 248 Average 21 Frequency of service is the number of vehicles that depart from the terminal after getting service per unit of time. Frequency of service in Arjosari Terminal is shown in Table 8 below: Table 8. Frequency of Bus Departures No Month Vehicles μ 1 January 9,408 19 2 February 9,900 22 3 March 9,593 19 4 April 10,107 20 5 May 9,796 19 6 June 10,228 20 7 July 10,723 22 8 August 10,557 20 9 September 10,438 21 10 October 10,511 20 11 November 11,217 22 12 December 12,065 24 Total 124,543 229 Average 19 GRDP (Gross Regional Domestic Product) is used to predict the condition of passenger’s amount in the next 15 years. The prediction of passengers amounts to arrive in the next 15 years is shown in Table 9 below. Table 9. Prediction of the Passengers Increasing Amount in the Next 15 Years Year Passengers Year Passengers Departure Arrival Departure Arrival 2017 2,622,328 2,864,558 2025 4,055,070 4,429,646 2018 2,769,178 3,024,974 2026 4,282,154 4,677,706 2019 2,924,252 3,194,372 2027 4,521,954 4,939,658 2020 3,088,010 3,373,257 2028 4,775,184 5,216,279 2021 3,260,939 3,562,159 2029 5,042,594 5,508,390 2022 3,443,551 3,761,640 2030 5,324,979 5,816,860 2023 3,636,390 3,972,292 2031 5,623,178 6,142,604 2024 3,840,028 4,194,741 2032 5,938,076 6,486,590 Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 54 Based on analysis of the queue on routes that exist in Arjosari Terminal for the next 15 years, the analysis results for the value of traffic intensity (ρ) can be seen in Table 10. Table 10. Prediction of Terminal Performance in the Next 15 Years Year Frequency of Arrival (λ) Frequency of Departure (μ) Traffic Intensity (ρ) Year Frequency of Arrival (λ) Frequency of Departure (μ) Traffic Intensity (ρ) 2017 22 20 1.1 2025 32 27 1.2 2018 23 20 1.1 2026 34 28 1.2 2019 24 21 1.1 2027 35 29 1.2 2020 25 22 1.1 2028 37 30 1.2 2021 27 23 1.2 2029 39 31 1.2 2022 28 24 1.2 2030 41 32 1.3 2023 29 25 1.2 2031 43 33 1.3 2024 31 26 1.2 2032 45 35 1.3 Based on analysis that has been done, the terminal performance for the next 15 years has a value of traffic intensity (ρ) = 1.3. And based on the value of traffic intensity (ρ) that has been analyzed, the terminal performance is good because the value of traffic intensity (ρ) is more than 1. 2. Bayuangga Terminal Frequency of arrivals is the number of vehicles entering the terminal unit of a certain time. It is expressed by the value of Arrival Rate (λ) (Table 11). Table 11. Frequency of Bus Arrivals No Year Vehicles λ 1 2016 145302 22 Frequency of service (µ) is the number of vehicles that depart from the terminal after getting service per unit of time (Table 12). Table 12. Frequency of Bus Departures No Year Vehicles μ 1 2016 154818 24 GRDP (Gross Regional Domestic Product) is used to predict the condition of passenger’s amount in the next 15 years. The prediction of passengers amounts to arrive in the next 15 years is shown in Table 13 below. Table 13. Prediction of the Passengers Increasing Amount in the Next 15 Years Year Passengers Year Passengers Departure Arrival Departure Arrival 2017 2,159,653 1,629,137 2025 3,411,108 2,573,174 2018 2,286,641 1,724,931 2026 3,611,682 2,724,477 2019 2,421,096 1,826,357 2027 3,824,048 2,884,676 2020 2,563,456 1,933,746 2028 4,048,903 3,054,295 2021 2,714,187 2,047,451 2029 4,286,978 3,233,888 2022 2,873,781 2,167,841 2030 4,539,052 3,424,040 2023 3,042,760 2,295,310 2031 4,805,949 3,625,374 2024 3,221,674 2,430,274 2032 5,088,538 3,838,546 Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 55 Based on analysis of the queue on routes that exist in Bayuangga Terminal for the next 15 years, the analysis results for the value of traffic intensity (ρ) can be seen in Table 14. Table 14. Prediction of Terminal Performance in the Next 15 Years Year Frequency of Arrival (λ) Frequency of Departure (μ) Traffic Intensity (ρ) 2017 23 25 0.9 2018 24 26 0.9 2019 25 27 0.9 2020 27 28 0.9 2021 28 29 0.9 2022 29 30 1.0 2023 31 31 1.0 2024 32 32 1.0 2025 34 34 1.0 2026 35 35 1.0 2027 37 36 1.0 2028 39 38 1.0 2029 41 39 1.0 2030 43 41 1.0 2031 45 42 1.0 2032 47 44 1.1 Based on analysis that has been done, the terminal performance for the next 15 years has a value of traffic intensity (ρ) = 1.1. And based on the value of traffic intensity (ρ) that has been analysed, the terminal performance is good because the value of traffic intensity (ρ) is more than 1. 3.4. Minimization Strategies of The Operational Impact on Terminals Type A and Weigh Stations Management Handover to the Central Government Importance-Performance Analysis (IPA) and SWOT (Strength-Weakness-Opportunity-Threat) methods are used to develop strategies to minimize the operational impact of terminals type A and weigh stations after being taken over by the central government. The amount of terminal type A users (respondents) used in this analysis is approximately 47 people consisting of 15 passengers and 20 transport drivers and 12 stakeholders. Whereas for service quality attributes that will be sought satisfaction level is in the amount of 29 attributes spread over 4 subcategories, they are facilities, accessibility, services and security. Meanwhile, respondents for weigh station user after being taken over by the central government were not obtained, considering that all weigh station samples were no longer operating when the study was conducted. The next discussion is focused on minimizing the operational impact of terminals type A. 1. Arjosari Terminal Analysis of satisfaction and importance levels of users is used to measure the suitability level of users satisfaction and importance from the comparison result between performance score and importance score. This suitability level will determine the priority order for increasing factors that affect user satisfaction. This priority is included in the Cartesian diagram. The importance value (4.11) is bigger than satisfaction value (3.70), therefore 𝑋 𝑌 = 3.70 4.11 = 0.90 𝑜𝑟 𝑋 𝑌 < 1. It can be concluded that user satisfaction level in Arjosari Terminal service is still not satisfactory or Arjosari Terminal service is considered not optimal. The suitability level variables to describe the comparison between conditions that are currently felt and conditions that desired by Arjosari Terminal users, is shown in Table 15 below: Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 56 Table 15. Suitability Level for Each Variable in Arjosari Terminal No Code Indicators Average 1 Y1 Facilities 0.90 Y1.1 Vehicles Lane of Departure 0.89 Y1.2 Vehicles Lane of Arrival 0.90 Y1.3 Passengers Waiting Room, 0.90 Y1.4 Vehicles Parking Lot 0.90 Y1.5 Environmental Management Facilities 0.94 Y1.6 Road Equipment 0.92 Y1.7 Technology Use Facilities 0.93 Y1.8 Media Information 0.94 Y1.9 Drivers Handling 0.94 Y1.10 Customer Service from Bus Companies 0.94 Y1.11 Safety Surveillance Facilities 0.89 Y1.12 Passengers Lane of Arrival 0.92 Y1.13 Departure Waiting Room 0.87 Y1.14 Ticket Counters 0.92 Y1.15 Information Centre 0.93 Y1.16 Browser Board in Terminal 0.91 Y1.17 Bulletin Board 0.93 Y1.18 Baggage Service 0.91 Y1.19 Storage Room 0.91 Y1.20 Emergency Meeting Points 0.83 Y1.21 Disaster Evacuation Routes 0.84 Y1.22 Toilets 0.76 Y1.23 Retails and Cafeteria 0.82 Y1.24 Praying Facilities (Musholla) 0.86 2 Y2 Accessibility 0.89 Y2.1 Located on a road network with activities centre 0.88 Y2.2 Strategic Location 0.89 Y2.3 Easily accessed by passengers and public transportation 0.89 3 Y3 Service 0.90 Y3.1 Customer Service 0.90 4 Y4 Security 0.92 Y4.1 Passengers and Goods Safety 0.92 Based on Table 15, it shows there is no variable that has a satisfaction level equal to or more than 1, which means the satisfaction level of service in Arjosari Terminal is still not optimal. However, it can be seen from the table that security suitability variable has the highest score of 0.92. It means respondents are quite satisfied with security service of terminal type A since the score is close to the value of 1. The calculated data is then entered into Cartesian diagram (shown in Figure 2) to determine the priority of each variable to improve Arjosari Terminal service. Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 57 Figure 2. Variables of Arjosari Terminal Service in Cartesian Diagram The SWOT matrix (Strength-Weakness-Opportunity-Threat) is used to formulate minimization strategies for the operational impact of the terminal, based on internal and external strategy factors. These factors are obtained from the results of previous IPA analysis based on the result of interviews/field observations obtained, as follows: a) Strength IPA analysis results in quadrant B with high levels of performance/satisfaction and importance, are the strength on internal factors, they are: ▪ Located on a road network with activities centre ▪ Strategic location ▪ Easily accessed by passengers and public transportation ▪ Passengers and Goods Safety b) Weakness Indicators in quadrant A as a result of IPA analysis with high importance level, but low in performance/satisfaction level. It becomes a weakness on internal factors, they are: ▪ Praying Facilities (Musholla) ▪ Customer Service c) Opportunity Opportunity factors as external factors are based on interviews/field observations result, among others: ▪ High interest in service that has the potential to increase the amount of public transportation; ▪ Government policies to provide business opportunities in the field of providing public transport service. d) Threat Threat factors as negative external factors are based on interviews/field observations result, as follows: ▪ Increasing number of online transportation systems; ▪ Increasing access to private vehicles ownership used as public transportation. 2. Bayuangga Terminal Analysis of satisfaction and importance levels of users is used to measure the suitability level of users satisfaction and importance from the comparison result between performance score and importance score. This suitability level will determine the priority order for increasing factors that affect user satisfaction. This priority is included in the Cartesian diagram. The importance value (3.67) is bigger than satisfaction value (4.34), therefore, 𝑋 𝑌 = 4.34 3.67 = 0.85 𝑜𝑟 𝑋 𝑌 < 1. It can be concluded that user 1 3&2 4 5 6 7 8 9 10 11 12 13 14 1516 17 18 19 20 21 22 23 24 25 26 27 28 29 R 2.0 2.5 3.0 3.5 4.0 4.5 5.0 2.0 2.5 3.0 3.5 4.0 4.5 5.0 T in g k a t K e p e n ti n g a n ( Y ) Tingkat Kepuasan (X) Importance Performance Analysis Prioritas Utama (A) Prioritas Rendah (D) Pertahankan Prestasi (B) Berlebihan (C) Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 58 satisfaction level in Bayuangga Terminal service is still not satisfactory or Bayuangga Terminal service is considered not optimal. The suitability level variables to describe the comparison between conditions that are currently felt and conditions that desired by terminal type A users, is shown in Table 16 below: Table 16. Suitability Level for Each Variable in Bayuangga Terminal No. Code Indicators Average 1 Y1 Facilities 0.92 Y1.1 Vehicles Lane of Departure 0.92 Y1.2 Vehicles Lane of Arrival 0.92 Y1.3 Passengers Waiting Room, 0.92 Y1.4 Vehicles Parking Lot 0.96 Y1.5 Environmental Management Facilities 1.00 Y1.6 Road Equipment 1.00 Y1.7 Technology Use Facilities 1.00 Y1.8 Media Information 1.00 Y1.9 Drivers Handling 1.00 Y1.10 Customer Service from Bus Companies 0.95 Y1.11 Safety Surveillance Facilities 0.95 Y1.12 Passengers Lane of Arrival 1.05 Y1.13 Departure Waiting Room 1.00 Y1.14 Ticket Counters 1.00 Y1.15 Information Centre 0.96 Y1.16 Browser Board in Terminal 0.92 Y1.17 Bulletin Board 0.91 Y1.18 Baggage Service 0.87 Y1.19 Storage Room 0.96 Y1.20 Emergency Meeting Points 0.70 Y1.21 Disaster Evacuation Routes 0.73 Y1.22 Toilets 0.79 Y1.23 Retails and Cafeteria 0.73 Y1.24 Praying Facilities (Musholla) 0.72 2 Y2 Accessibility 0.87 Y2.1 Located on a road network with activities centre 0.81 Y2.2 Strategic Location 0.92 Y2.3 Easily accessed by passengers and public transportation 0.88 3 Y3 Service 0.86 Y3.1 Customer Service 0.86 4 Y4 Security 0.76 Y4.1 Passengers and Goods Safety 0.76 Based on Table 16, it shows there is no variable that has a satisfaction level equal to or more than 1, which means the satisfaction level of service in Bayuangga Terminal is still not optimal. However, it can be seen from the table that facilities variable has the highest score of 0.92. It means respondents are quite satisfied with facilities service in Bayuangga Terminal, since the score is close to the value of 1. The calculated data used to determine the priority of each variable to improve Bayuangga Terminal service, then entered into Cartesian diagram shown in Figure 3 below. Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 59 Figure 3. Variables of Bayuangga Terminal Service in Cartesian Diagram The SWOT matrix (Strength-Weakness-Opportunity-Threat) is used to formulate minimization strategies for the operational impact of the terminal, based on internal and external strategy factors. These factors are obtained from the result of previous IPA analysis that based on interviews/field observations result obtained, as follows: a) Strength IPA analysis results in quadrant B with high levels of performance/satisfaction and importance are the strength in internal factors, they are: ▪ Toilets ▪ Customer Service ▪ Passengers and Goods Safety ▪ Weakness Indicators in quadrant A as a result of IPA analysis with high importance level, but low in performance/satisfaction level. It becomes a weakness on internal factors, they are: ▪ Praying Facilities (Musholla) b) Opportunity Opportunity factors as external factors are based on interviews/field observations result, among others: ▪ High interest in service that has the potential to increase the amount of public transportation; ▪ Government policies to provide business opportunities in the field of providing public transport service. c) Threat Threat factors as negative external factors are based on interviews/field observations result, as follows: ▪ Increasing number of online transportation systems; ▪ Increasing access to private vehicles ownership used as public transportation. 4. Conclusions Based on the analysis results in previous chapter in this study, it can be concluded that: 1. The Operational Economic Performance of Terminals Type A and Weigh Stations a) The operational economic performance of terminals type A: ▪ Arjosari Terminal that serves a total of 258,680 vehicles and 5,195,915 passengers for 2016, obtained retribution of 2,346,495,500 IDR. ▪ Bayuangga Terminal that serves a total of 300,120 vehicles and 3,578,382 passengers for 2016, obtained retribution of 1,796,877,000 IDR b) The operational economic performance of weigh stations in East Java shows vehicle violations in total of 1,121,203 vehicles for 2016 and obtained retribution of 35,668,880,000 IDR. Detail explanation on 3 weigh stations in this study, as follows: 13&2 4 5 67 8 9 1011 12 1314 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 R 2,0 2,5 3,0 3,5 4,0 4,5 5,0 2,0 2,5 3,0 3,5 4,0 4,5 5,0 T in g k a t K e p e n ti n g a n ( Y ) Tingkat Kepuasan (X) Importance Performance Analysis Prioritas Utama (A) Prioritas Rendah (D) Pertahankan Prestasi (B) Berlebihan (C) Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 60 ▪ Rejoso Weigh Station, violations amount is 181,343 vehicles and obtained retribution of 4,808,214,000 IDR. ▪ Sedarum Weigh Station, violations amount is 212,107 vehicles and obtained retribution of 7,572,250,000 IDR. ▪ Widang Weigh Station, violations amount is 11,052 vehicles and obtained retribution of 476,880,000 IDR. 2. The Operational Economic Contribution of Terminals Type A and Weigh Stations a) The operational economic contribution of terminals type A: ▪ Arjosari Terminal is classified as a very/less small with a retribution-revenue growth of 7.53% is 0.2%, ▪ Bayuangga Terminal is classified as very/less small with a retribution-revenue growth of - 1.22% is 0.15%. b) The operational economic contribution of weigh stations in East Java with the retribution- revenue growth of -39.437% is 0.08%. Detail explanation on 3 weigh stations in this study, as follows: ▪ Rejoso Weigh Station with a revenue growth of -31.38% is 0.89%. ▪ Sedarum Weigh Station with a revenue growth of -79.64% is 0.26%. ▪ Widang Weigh Station with a revenue growth of -93.04% is 0.14%. 3. The Operational Impact of Terminals Type A Management Handover to the Central Government. ▪ Arjosari Terminal is still considered good of being taken over by the central government for the next 15 years, there are changes in arrival frequency by 45 buses/hour, service frequency by 35 buses/hour and traffic intensity of 1.3. ▪ Bayuangga Terminal is still considered good for the next 15 years, there are changes in arrival frequency by 47 buses/hour, service frequency by 44 buses/hour and traffic intensity of 1.1. 4. Strategies to Minimize the Operational Impact of Terminals Type A and Weigh Stations a) Arjosari Terminal 1) The satisfaction level of service in Arjosari Terminal is still not optimal with the comparison value on the satisfaction level to the importance level 𝑋 𝑌 = 3.70 4.11 = 0.90. 2) The availability level of main and supporting facilities in Arjosari Terminal is relatively sufficient. 3) The sustainability level of security variable for Arjosari Terminal users has the highest score of 0.92. This means the respondents are quite satisfied with service in Arjosari Terminal, while the accessibility variable has the lowest score of 0.89. This means it should have improvements in terminal accessibility. 4) IPA analysis results obtained by these indicators must be given the highest priority for the performance improvement, they are: 1. Being on a road network with activities centre; 2. Strategic location; 3. Easily accessed by passengers and public transportations; and 4. Passengers and goods safety. b) Bayuangga Terminal: 1) The satisfaction level of service in Bayuangga Terminal is still not optimal with the comparison value on the satisfaction level to the importance level 𝑋 𝑌 = 4.34 3.67 = 0.85. 2) The availability level of main and supporting facilities in Bayungga Terminal is sufficient. 3) The sustainability level of facilities variable for Bayuangga Terminal users has the highest score of 0.92. This means the respondents are quite satisfied with facilities in Bayuangga Terminal, while the security variable has the lowest score of 0.76. This means it should have improvements in terminal security 4) IPA analysis result obtained by these indicators that must be given the highest priority to be improved is praying facilities (Musholla). Meanwhile, indicators with conditions have Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 61 met expectations and need to be maintained are: 1. Toilets; 2. Customer service; and 3. Passengers and goods safety. c) Strategies to minimize the operational impact of terminals type A and weight stations management handover to the central government using S-O strategy (Strength-Opportunity), which includes: 1) Improved road maintenance. 2) Providing special lanes for public transportation. 3) Providing bus stop facilities at each sufficient distance (500 meters). 4) Controlling the area around terminals and weigh stations location for development purposes. 5) Development of integrated terminals (Interchange) for the convenience and security of passengers and goods. d) Strategies to minimize the operational impact of terminals type A and weight stations management handover to the central government using S-T strategy (Strength-Threat), which includes: 1) Providing a special base for online transportation. 2) Limiting the acceleration of private vehicles ownership by implementing high tax on vehicle ownership and high parking fees. 3) Providing mass public transportation. e) Strategies to minimize the operational impact of terminals type A and weight stations management handover to central government using W-O strategy (Weakness-Opportunity), which includes: 1) Completing and maintaining an adequate place for praying/worship (Musholla). 2) Human resources recruitment that meet standards of terminals and weigh stations operation. 3) Utilizing outsourcing human resources to meet the needs of terminal and weigh station employees. 4) Utilizing cleaning service employees to maintain praying facilities. 5) Preparing SOP for terminals and weigh stations operation. f) Strategies to minimize the operational impact of terminals type A and weight stations management handover to the central government using W-T strategy (Weakness-Threat), which includes: 1) Completing Regional Regulations concerning conventional public transportation system and online public transportation system. 2) Customer service application using digital/online information system. g) IPA analysis and SWOT cannot be carried out on weigh stations since the respondents were not obtained after weigh stations management was taken over by the central government, considering that all weigh station samples were no longer operating when the study was conducted Recommendations SWOT analysis results based on internal and external factors obtain 4 (four) strategies to minimize the operational impact of terminals type A that taken over by the central government, among others: 1. S-O strategy (Strength-Opportunity) for increasing road maintenance is prioritized on available accessed roads. Providing special road lanes for public transportation needs to be carried out on sufficient road sections. Providing bus stop facilities at each sufficient distance (500 meters) needs to be accompanied by the making of Regional Regulations for the implementation. Controlling the area around terminals location needs to be included in district/city spatial planning. Development of integrated terminals (Interchange) needs to be synchronized with airport and station planning. 2. S-T strategy (Strength-Threat) is used to avoid threat factors with strength factors, which is providing a special base for online transportation needs to be included in district/city spatial Civil and Environmental Science Journal Vol. II, No. 01, pp. 044-062, 2019 62 planning. Limiting the acceleration of private vehicles ownership needs to implement vehicle tax regulation. Providing mass public transportation needs to be synchronized with the transportation system planning. 3. Based on the improvement results obtained by the existence of internal factors strength that can provide directions for improvement, then W-O strategy (Weakness-Opportunity) is recommended. Completing and maintaining praying facilities (Musholla) needs to pay attention to minimum standards of space requirement and number of users. Recruitment of human resources and cleaning service employees need to pay attention to local government needs and capabilities. Utilizing outsourcing human resources needs to pay attention to availability of existing human resources. 4. Then, for W-T strategy (Weakness-Threat), which is complementing Regional Regulations on conventional public transportation and online public transportation systems, it is necessary to pay attention to the vehicles amount proportion. Customer service application using digital/online information system needs to be made in a website form. Acknowledgements Collate acknowledgements in a separate section at the end of the article before the references and do not, therefore, include them on the title page, as a footnote to the title or otherwise. List here those individuals who provided help during the research (e.g., providing language help, writing assistance or proof reading the article, etc.). References [1] Adawiyah, W, I. C. Kusuma. (2015). Analisis Kontribusi Dan Efektivitas Sumber-Sumber Pendapatan Asli Daerah Dan Dana Perimbangan Terhadap Anggaran Pendapatan Dan Belanja Daerah (Apbd) Pemerintah Daerah Kota Sukabumi.Jurnal Akunida (1) : 17-25 [2] Bakhtiar, Anang. 2014. Kajian Efektifitas Operasional Terminal Madyopura Malang. Tesis: Fakultas Teknik. Universitas Brawijaya Malang [3] Freddy Rangkuti. 2005. Analisis SWOT. Teknik Membedah Kasus Bisnis, Gramedia Jakarta. [4] M. Taufiq Yuda Saputra. 2012. 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