Presentation File of Asia Pasific Transportation and Environtment 7 Th International Conference...

8/9/2019 Presentation File of Asia Pasific Transportation and Environtment 7 Th International Conference Rotary Wing Transportation System Alternative Supply for Steep

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Rotary Wing Transportation System

Alternative Supply for Steep

Mountain Range at Papua

R. Didin KUSDIAN

Associate Professor

Department of Civil Engineering

Sangga Buana YPKP University Bandung, Indonesia

Email: [email protected]


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ABSTRACT

This document is prepared in accordance with theformat requirements of APTE conference proceedings.The 7thAPTE Conference Proceedings will be prepared

from camera-ready manuscripts received from auth

ors.This manual of instruction is typed in the format thatauthors should use for the preparation of manuscripts.All authors should carefully follow the instructionsgiven below, and proofread all pages in order to ensure

high quality reproduction in the ConferenceProceedings. The abstract shall contain not more than250 words and maximum 5 keywords.


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INTRODUCTION

The function of transport is including development of civilization,economic role, social role, and political role. Transport as a systemor in total term will, therefore, be considered, not in any abstractsense but as a tangible service to the community (Faulks, 1992).There is always need one or more reason to develop or improve the

transport system of the region, but in reality it is not always easy tofind a complete or perfect set of reason. For example if theeconomic scheme is must be the main or important reason, it willbe difficult for some region to improve communitys quality of lifeby improve it transport system. This case especially will happen inleft behind region of development country. These region usually

has little amount of population, but still has equally important inpolitical and social view as a part of country and nation, and asentity ofhuman life for each people in population.


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GEOGRAPHIC AND DEMOGRAPHY

CONDITION OF STUDY AREA

The study area means in this case is a part of the province of Papua, Indonesiawhich take a place in the middle of it. The geographic condition of it is mountainrange. Because of this geographic condition in Indonesian it call WilayahPegunungan Tengah, means Middle Mountain Region. Furthermore, it can be tellthat this area in only not mountain area, but steep mountain area. This steepcondition of this mountain range is special extreme characteristic of this study area

topographic condition which strongly influence to the reliability, workability, or atleast level of difficulty of planning, survey, design, and, construction of surfacetransportation, including it cost. Beside that, in this area there is mapped animportant forest conservation area, called Taman Nasional Laurenz. Again thisreality make more dilemmatic situation for planning decision of surfacetransportation.

Even th

is area can be tell as a difficult environmental forh

uman life, but in realitypeople life in wide spread of this mountain range. According to Indonesiasconstitution all of citizen life anywhere in Indonesia eachhas same or equal knit ofquality of live improvement.


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REGION AND AREA AUTONOMY

EXPANSION

The disparity of quality of live is still the serious problem that willbe a continuous home work for transport planner. In the otherhand the wide range of Indonesia as one state and nation makespecial difficulty in develop all region and area to be morecomfortable for human life. With the principle back round to make

nearer, easy, more effective and more efficient the public service,The state of Indonesia run autonomy regulation. In autonomy erathere are 33 (thirty tree) provinces, and beginning in 2000 provinceof Irian Barat expanded to be two provinces, Papua and WestPapua.

The expanding of provinces follows by the expanding of regenciesand cities. This happened too for province of Papua. This regencyadministrative division illustrated in figure 3.1.


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Figure 3.1 Regency Administrative Division of Study Area

Source :Study of Integrated Transportation Network Development of Middle mountain

Range, Papua Province


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REGION AND AREA AUTONOMY

EXPANSION The next step to reach the goal in develop all regencies is develop

the transportation system. This development must be consideredand analyzed carefully, following the limits of we called sustainabledevelopment. Minimum targets or standards and maximum limitsor threshold relevant in such analysis can be categorized as: 1)

standards of living or human needs satisfaction; 2) environmentallimits of natural resource capacities and standards of pollution orcontamination; 3) ecological limits of the carrying capacity of bioproductive systems or vulnerable lands for sustaining humanpopulations in a particular territory; 4) standards of equity in theinterpersonal, -regional and generational distribution of income

and wealth, access to natural resources, and the distribution ofenvironmental costs and benefits; and 5) other cultural, political,social or demographic standards or targets (Bartelmus, 1994)


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TRANSPORTATION PROBLEM FOR MIDDLE

MOUNTAIN RANGE AREA OF PAPUA

The people of middle mountain range of Papua live in their village which spatiallyscattered in long distance with another village. They live in long history of theirown civilization. The world (mean the planner view or development analyst) mustbe careful to set their goal in development program, for example if the externalworld say that the goal is to raise the people to avoid from poverty, they may berefuse because in their mind they do not have a feel that they are poor people.

They have their own civilization and local wisdom. This is only o problem of view.

During president Soeharto s era, the government of Republic of Indonesia hasdeveloped the road line from Jayapura as province capital to Wamena as thecenter city of middle mountain range. As the main idea or concept of this programis to draw the people which live around mountain top down to road line side andhoped their social and economic be growth at around the road trace as the

beginning.Th

e road it self was completelyh

as constructed, but th

e peopleh

avenot move down, they still live in their own historical place from long generationsbefore, around mountain. They think that they do not need road, and there is noproblem with this in their view. So then the road is no used and many kinds ofplants sprout up over it, again.


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TRANSPORTATION PROBLEM FOR MIDDLE

MOUNTAIN RANGE AREA OF PAPUA

Now in reformation and autonomy era the newapproach as a concept to develop the middlemountain range region of Papua is to set the

infrastructure near to the people. Theinfrastructure must be developed in order tomake the basic important public service ashealthy and education service can be straightly

and wide spread touch the people in equitableand spread through the region.


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TRANPORTATION DEMAND ESTIMATE

To estimate the transportation demand of

middle mountain of Papua region, this study

used the four-step method approach. The

prior people and freight movement matrix

data used is the results of national Origin-

Destination (O-D) survey held at 2006. In trip

generation step this study found syntheticformula by regress O-D data series versus

population data series of six regencies.


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REGENCY/CITY

AREA

(Km2)

POPULATION

(people) Oi [people]

Dd

[people]Pegunungan Bintang 5516.00 35549.00 3059 20708

Yahukimo 1955.00 23621.00 9957 13673

Jayawijaya 1201.00 57909.00 14507 5774

Tolikara 210.55 31590.00 2573 6433Puncak Jaya 888.00 47952.00 11814 5123

Paniai 1106.00 56867.00 12852 12852

Table 5.1 Population versus People O-D datas for 2006


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For people movement the data shown in table

5.1. and synthetic trip generation formula as a

result of regression model is expressed by

formula (1) for production and formula (2) for

attraction. For freight movement is shown by

table 5.2 , formula (3) and formula (4).


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Oi = 0.234991771 p(1)

Dd = 0.175920835 p

(2)

Where Oi is people production going movement from zonei, Dd is people attraction coming movement to zone d, andp is population for related year. Future Oi and Dd in future

year can determine by these formulas if future populationhas estimated before by used growth factor derived andadopted from population data series.


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Ta le 5.2 o latio vers s Freigt - atas for 2006

/ ITY

AREA

( m2)

ATI

( eo le) i [to ] [to ]

Pegunungan intang 5516.00 35549.00 23779 24363

ahukimo 1955.00 23621.00 71475 71276

Jaya i aya 1201.00 57909.00 66788 72749

Tolikara 210.55 31590.00 19829 21181

Puncak Jaya 888.00 47952.00 61486 58689

Paniai 1106.00 56867.00 48906 52866


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Oi = 0.234991771 p(3)

Dd = 0.175920835 p

(4)

In this case Oi and Dd is according with freight

movement, and future freight movement canbe estimate with the same method withfuture people movement describe above.


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TRANSPORTATION SYSTEM SUPPLY

ALTERNATIVE From deeper analysis about 2006 O-D survey results it can determine that

80% of person and movements in Papua is by air transportation, especiallyby fixed wing aircraft. Fixed wing aircraft always need sufficient runwaydimension according to aircraft type, the bigger capacity of it the morelength of runway must be developed. The enough fixed wing runwaydeveloped for all 13 internal zones of middle mountain range of Papua,the infrastructure investment cost will be expensive. As discussed above,the development of surface transport network will expensive cost also,because of very steep condition of this mountain range topographiccondition.

The alternative solution of above problem want to offer in this paper is

took a principle in reduce runways development cost with develop helipadnetwork. Helipad need least land area, this can reduce land acquisitioncost, environmental cost, and social cost (along land acquisition process).Environmental cost saving can received especially in avoid conservationforest area damage.


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Table 5.3

ista

ces

atrix [ kil

etres]

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

taJaya

ra

a

ire

Ti

ika

gats

Ta

ah

erah

era

ke

eg

ga

i

ta

g

Yah

ki

Jaya

!

ijaya

La

yJaya

"

ga

Tolikara

cakJaya

cak

a

iai

#

ogiyai

1 $ ota Jaya % & ra 0 559.1 4436 412 385 681 268.3 246.6 243 260 285 228 312 384 462 550.3

2 ' a ( ire 559.1 0 215 379 809.5 810.29 571.1 406.49 396 343 368 356 270 189 123 39.18

3 Ti ) ika 470 215 0 166.29 403 601 378 229 223 187 184.44 215 137.23 137 94.15 180

40

gats 412 379 166 0 246 439 251.31 166 255 182 134 217.35 196 2 33.39 258.11 346

5 Ta 1 ah 2 erah 385 610 403 246 0 295 117 240 255 310 260.2 326 369 439 488 581.3

6 2 era & ke 681 810.29 602 439 295 0 412 515.24 532 577.11 520 601 621 6 72.23 694 272

73

eg& 1 & 1

ga1

4

i1

ta1

g 268.3 571 378 251.31 117 412 0 168 182 240 205.28 244 308 388 489 547

8 Yah & ki ) o 247 406.49 229 166 240 515.24 168 0 16 72 46 85 139.14 220.26 285.35 385

9 Jaya5

ijaya 243 396 223 172 255 532 182 16 0 26.22 44 71 127.47 207.48 274 373

10 La1 1

y Jaya 260 343 187 182 310 577.11 240 72 56.22 0 57 37 71.45 154.22 225.27 324

11' 6 &

ga 285 368 184.44 134 260 521 205.28 46 44 58 0 90 110.33 184.44 244 344

12 Tolikara 228 356 215 217.35 326 601 244 90 71 37 90 0 89 169 2 44.48 339.48

133 & 1

cak Jaya 312 270 137.23 196 369 621 308 139.14 127.47 71.45 110.33 89 0 82 156 252

14 3 & 1 cak 384 189 137 233.4 439 6 72.23 388 220 207.48 154.22 184.44 169 82 0 77.18 170

15 3 a 1 iai 464 125 94 258.11 488 694 489 285 274.15 227.27 244 244.48 156 77 0 98

16 7 ogiyai 550.3 39.18 180 346 581 728 547 385 373 324 344 339.48 252 170 98 0

172

e) (

ra) oTe 1 gah 184 432 282 243 285 375 187 79 72 96.22 115.41 76.37 162.3 243.32 319 415

18 Yali ) o 163 465 312 257 267 561 162 93 93 128.42 136 109.37 195.37 277 352 449

19 I1

ta1

Jaya 356 106 124 271.4 483 703 434 328 259 172 203 186 129 77 63.27 96

ExternalZones

InternalZoneso

fMiddleMountain

Range


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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18

KotaJaya

8

ura

9

a@

ire

Timika

A

gats

Tanah

B

erah

B

erauke

PegununganBintang

Yahukimo

Jayawijaya

C

annyJaya

9

D

uga

Tolikara

PuncakJaya

Puncak

Paniai

E

ogiyai

B

em

@

ramoTengah

Yalimo

1 Kota JayaF

ura 6765 2943 9453 4366 1623 3468 1509 640 2040 610 441 844 1841 1129 901 390 635

2G

aH

ire 8586 12809 5689 2140 4041 1832 800 2563 776 555 1073 2413 1504 1232 486 773 779

3 Timika 11009 11064 0 7294 2744 5181 2349 1026 3285 995 711 1376 3094 1928 1579 624 991 999

4I

gats 5417 5204 7722 0 1378 2604 1172 505 1587 484 349 669 1486 919 743 293 486 491

5 TanahP

erah 1316 1200 1778 843 0 648 291 120 384 114 82 158 347 213 171 68 116 1186 P erauke 4272 3972 5888 2795 1136 0 945 392 1250 372 269 515 1136 700 566 248 378 385

7 Pegunungan B intang 5868 5267 7783 3668 1488 2754 0 531 1695 504 362 700 1529 937 746 296 517 527

8 Yahukimo 5893 5445 8022 3732 1451 2697 1254 0 1753 521 374 723 1582 970 777 306 528 534

9 Jayawijaya 18865 17455 25691 11924 4628 8599 4000 1753 0 1682 1198 2318 5073 3110 2492 981 1692 1709

10Q

anny Jaya 5651 5304 7779 3577 1376 2561 1188 521 1672 0 359 702 1542 945 757 298 506 510

11G

R uga 4018 3771 5562 2581 993 1851 855 374 1198 359 0 496 1094 671 539 212 360 364

12 Tolikara 7911 7357 10758 4940 1907 3545 1652 722 2318 702 496 0 2138 1310 1048 413 707 712

13 Puncak Jaya 17215 16570 24190 10980 4185 7815 3608 1582 5073 1542 1094 2138 0 2952 2362 931 1537 1549

14 Puncak 10571 10496 15074 6790 2571 4819 2212 970 3110 945 671 1310 2952 0 1496 590 942 949

15 Paniai 8448 8636 12350 5488 2067 3897 1760 777 2492 756 539 1048 2362 1496 0 486 754 759

16S

ogiyai 3310 3503 4839 2149 809 1543 694 304 974 296 210 410 924 585 482 0 295 297

17 P emH

ramo Tengah 5827 5288 7747 3587 1404 2709 1220 528 1692 506 360 707 1537 942 754 297 0 528

18 Yalimo 5935 5328 7810 3628 1429 2646 1243 534 1709 510 364 712 1549 949 759 299 528 0

19 Intan Jaya 6575 6601 9346 4167 1576 2962 1355 587 1903 582 414 808 1808 1139 927 370 581 583

ST U

rce: StU V

yTf I

Wte

Xr

Yte

VTr

Y Ws

Trt

Yti

T W

aet

b Trk

cevel

T

de

Wt

Tf

ei

V Vle

e T U W t

Yi

W

f Y W X e,

g Y

U Y

gr

Tvi

Wce, 2010

Table 5.4 Person Movement Matrix Estimating for 2017 [person/year]

InternalZ

onesofMiddleMountainRange

Ex

ternalZones


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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

KotaJayapura

Nabire

Timika

Agats

TanahM

erah

Merauke

PegununganBintang

Yahukimo

Jayawijaya

LannyJaya

Nduga

Tolikara

PuncakJaya

Puncak

Paniai

Dogiyai

MembramoTengah

Yalimo

IntanJaya

1 Kota Jayapura 0 339 78 262 85 131 30 245 104 333 100 71 139 307 191 155 141 102 103

2 Nabire 424 0 330 107 164 37 305 130 415 125 89 173 385 240 195 176 126 128 148

3 Timika 543 135 0 137 210 47 391 166 532 160 114 222 493 307 250 226 162 164 190

4 Agats 264 66 205 0 102 23 191 81 259 78 56 108 239 149 121 109 79 80 925 Tanah Merah 64 16 49 16 0 6 46 20 62 19 13 26 58 36 29 26 19 19 22

6 Merauke 219 54 169 55 85 0 158 67 214 64 46 89 198 123 100 91 65 66 76

7 Pegunungan Bintang 279 69 215 70 108 24 0 85 272 82 58 114 251 156 127 115 83 84 97

8 Yahukimo 279 69 215 70 108 24 201 0 273 82 59 114 252 157 127 115 83 84 97

9 Jayawijaya 892 221 689 224 345 77 643 273 0 263 188 365 807 502 407 368 266 270 310

10 Lanny Jaya 268 66 207 67 104 23 193 82 263 0 56 110 243 151 123 111 80 81 93

11 Nduga 192 47 148 48 74 17 138 59 188 56 0 78 173 108 88 79 57 58 67

12 Tolikara 373 92 288 94 144 32 268 114 365 110 78 0 338 210 170 154 111 113 130

13 Puncak Jaya 825 205 638 207 318 71 593 252 807 243 173 338 0 466 378 341 246 249 288

14 Puncak 513 128 398 129 198 44 369 157 502 151 108 210 466 0 236 213 153 155 179

15 Paniai 416 104 323 105 161 36 299 127 407 123 88 170 378 236 0 173 124 126 146

16 Dogiyai 166 42 129 42 64 14 119 51 162 49 35 68 150 94 76 0 49 50 58

17 Membramo Tengah 273 67 210 68 105 24 196 83 266 80 57 111 246 153 124 112 0 83 95

18 Yalimo 277 68 213 69 107 24 199 84 270 81 58 113 249 155 126 114 83 0 96

19 Intan Jaya 318 79 246 80 122 27 228 97 310 93 67 130 288 179 146 132 95 96 0

Source: Study of Integrated Transportation Network Development of Middle Mountain Range, Papua Province, 2010

Tah

le 5.5 Freighti

ovemep

ti

atriq

Estimatip

g for 2017 [top

/year]

Iteral

oesof

i

le

o

taiRage

Exter

al

oes


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Rotary Wing Transportation

Infrastructure Networks

The rotary wing transportation network is

simple and it including: helipad networks and

helicopter armada. The network hierarchy can

planned according to transport demand

amount hierarchy, illustrated with figure 6.1.


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Primary Regency,

Wamena

Secondary helipad

point, Centers of

Regency Zone

Quarter

helipad point,

villages centre

Fi ure 6.1 : Rotary Win Transportation Infrastructure Networks


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Infrastructure Networks

The special characteristic of aircraft industry is that thecapacity of the aircraft can offer by according thedemand. So in this case the helicopter will supplied forthis system operation can be arrangement in capacityhierarchy, for example little size helicopters for villages,middle size helicopter for district, big size helicoptersfor regencies, and giant helicopters for primary regencycenter point, that is Wamena city. For illustration of the

big capacity helicopter that ever built is shown inFigure 6.2.


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Fi re .2: t r i r s rt ti M eSource: http//lh5.ggpht.com, http//lh6.ggpht.com


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Infrastructure Networks The important problem in planning and development or transportation

system for middle mountain range area in Papua is the dilemma betweendevelopment acceleration and forest conservation. Despite acquisitionand protection of environmentally significant public lands, fragmentationfrom infrastructure and development continues to threaten ecologicallyintact landscape, inevitably impacting habitat corridors and wildlifepopulation (Swanson, 2007).

Apparent conflicts between transportation and ecology provide uniquesituations that challenge our understanding of the underlying science andengineering as well as the effectiveness of related policy (Erickson, 2007).

It must be deeply analyze to find the optimum and equilibrium betweenpopulation growth-economy activity-ecology (Kusdian, 2009).


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CONCLUSIONS

With rotary wing transportation system supply inthe first time of development phase of middlemountain transportation system can be avoid for

a view of time the forest damage will cause byanother alternative of transportation system, forexample surface transport system. In this casesurface transportation system it self is more

difficult to build even can be impossible in costand technically.


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REFERENCES

Bartelmus, Peter, 1994, Environment, Growth and Development, Routledge,New York

Erickson, Gregg A., 2007, California Integrated Approach to CollaboratativeConservation in Transportation Planning, Proceedings of InternationalConference of Ecology and Transportation (ICOET), Little Rock-Arkansas

Faulks, Rex W., 1992, Principles of Transport, Fourth Edition, McGraw-Hill

Infrastructure Development Office of Papua Province, 2010, Study ofIntegrated Transportation Network Development of Middle mountain Range,Papua Province

Internet browsing : http//lh5.ggpht.com, http//lh6.ggpht.com, March 13th

2010

Kusdian, R. Didin, 2009, Transport Planning AroundConservation Forest Area

at Supiori as a NewExpanding Regency of Biak Island, Proceedings of the 11th

International Conference on QiR (Quality in Research), at Faculty ofEngineering, University of Indonesia, Depok, Indonesia.

Swanson, Sherri, 2007, Habitat Linkage Within a Transportation Network,Proceedings of International Conference of Ecology and Transportation(ICOET), Little Rock-Arkansas

Tamin, Ofyar Z., 2008, Perencanaan & Pemodelan Transportasi,, Penerbit ITB,

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