Published in the Formosa Journal of Science and Technology (FJST), the study offers new insight into how port infrastructure must adapt to changing logistics patterns created by major transportation investments.
Ketapang Ferry Port in Banyuwangi, East Java, serves as a critical maritime connection between Java and Bali. The port operates continuously and supports the movement of passengers, food supplies, construction materials, and commercial freight. As road infrastructure becomes faster and more connected, especially through the Trans-Java Toll Road corridor, vehicle arrivals at the port have changed dramatically.
Instead of arriving gradually throughout the day, logistics vehicles increasingly arrive in concentrated groups. These “batch arrivals” create temporary spikes in demand that challenge the available loading space inside the port.
The researchers focused on the 6,170-square-meter ready-to-load parking area serving Landing Craft Machine (LCM) Piers IV, V, and VI at Ketapang Ferry Port. This area functions as a buffer zone where freight vehicles wait before boarding ferries.
According to the research team from Universitas 17 Agustus 1945 Surabaya, this buffer zone has become a decisive operational point that determines whether vehicle movement remains smooth or develops into congestion extending beyond port boundaries.
To evaluate the situation, the team applied dynamic system simulation using Powersim software. Rather than relying on static capacity calculations, the model simulated how vehicle arrivals, parking space occupancy, ship loading duration, and ferry departure cycles interact over time.
The simulation combined operational records from the East Java Class II Land Transportation Management Agency (BPTD), vehicle manifest data from PT ASDP Indonesia Ferry, field observations, parking measurements, and real operational conditions observed during normal periods and the Eid al-Fitr peak transportation season in March 2026.
The analysis examined two freight scenarios based on vehicle size classifications.
The first scenario simulated Class VII logistics vehicles, typically measuring between 12 and 16 meters in length.
Results showed that the existing parking area performs efficiently under these conditions.
Key findings included:
- Parking space utilization reached only 57 percent of available capacity.
- Total space requirement stabilized at approximately 3,519 square meters.
- Remaining idle space reached around 2,651 square meters.
- The system retained additional capacity equivalent to approximately 46 extra Class VII vehicles.
The researchers concluded that this operating condition provides sufficient maneuvering space and allows the port to absorb fluctuations in vehicle arrivals without creating traffic spillover.
However, the second scenario produced a very different result.
When the model simulated Class VIII logistics vehicles large trailers and freight vehicles exceeding 16 meters in total length the system approached operational saturation.
The findings showed:
- Required parking area increased to approximately 6,058.8 square meters.
- Land utilization reached 98 percent of total capacity.
- Remaining free space dropped to only 123 square meters.
- The simulation triggered a maximum-level operational warning or “critical alarm.”
Under this condition, even a minor delay in ferry loading could immediately cause vehicle queues to extend outside the port authority area and disrupt nearby national roads.
The study highlights an increasingly important issue for transport policy: infrastructure efficiency depends not only on highways but also on terminal nodes where traffic accumulates.
As interpreted from the findings presented by Abdurrahman Mahdy Al Faishal and colleagues at Universitas 17 Agustus 1945 Surabaya, road connectivity gains can quickly disappear if supporting facilities at ports are unable to absorb concentrated vehicle arrivals.
The researchers emphasized that expansion is not the only solution.
Several operational improvements were recommended, including integrating digital ferry ticketing systems with real-time parking occupancy data, prioritizing larger-capacity vessels during peak freight periods, strengthening control over ramp opening and closing times, and developing external emergency buffer zones outside the main port area.
These measures could help reduce the risk of vehicle overflow while maximizing existing land resources.
Beyond Ketapang Ferry Port, the findings demonstrate how simulation-based planning can support smarter decisions in logistics infrastructure management across Indonesia. As transportation networks continue to expand, predictive tools may become increasingly important for anticipating congestion before it occurs.
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