Corresponding Author: Arni
Muslimah Handayani Widjaja
E-mail: [email protected]
INTRODUCTION
Urbanization
is a phenomenon that cannot be prevented due to modernization (Volgyes et al., 1980). In
many development contexts, urbanization is expected to accelerate economic
growth through investment in the industrial sector and labor absorption. The
acceleration of economic growth through urbanization is believed to improve the
quality of life of people in countries with high population density, such as
China, where the acceleration of the growth rate of the economic sector is
expected to keep pace with the speed of population explosion and the pressure
on the need for jobs
Increasing
transportation access through infrastructure development is one of the efforts
that can trigger the acceleration of urbanization with a more compact time to
travel. Toll roads are one of the infrastructures that can generate economic
activities, triggering agglomeration of industrial and urban areas
Toll
roads are generally associated with efforts to accelerate regional growth, such
as increasing growth in new expansion areas, such as developing special
economic zones or new metropolitan areas
Ciledug
District is the westernmost part of Cirebon Regency and is a border area
between West Java and Central Java. In 2008, there was the construction of the
Kanci Toll Road Section 1 (Kanci-Ciledug) and Section 2 (Ciledug-Pejagan),
which gave a change in the urban morphology in the Ciledug District area
In
addition to its benefits in increasing intraregional accessibility, local
communities must cope to take advantage of the momentum of urbanization and
participate in economic growth. However, in some studies,
the urbanization conditions that occur in agrarian areas have an impact on the
change of urban identity through the fusion of socioeconomic boundaries, the
emergence of economic inequality in local communities, social
exclusivity caused by social and economic disparities, and
increasing the potential of urban sprawl
Agglomeration
from the increasing intraregional activity needs to be identified to explain
the typology of urbanization that occurs. As a result, mitigation efforts can
be carried out to control the effects of urbanization. This study aims to explain the typology of
urbanization that occurs in Ciledug District as an impact of the existence of
the Kanci Toll Road and its impact on the economic structure of the region.
This research can contribute to providing recommendations for spatial planning
and regulations to increase the resilience of local communities in taking
advantage of urbanization momentum.
This study specifically examines the impact of the
Palikanci Toll Road on the urbanization typology and economic structure of the
Ciledug District in Cirebon Regency. While urbanization can foster regional
economic growth by improving transportation access, it also brings challenges
such as urban sprawl, economic disparity, and changes in local socio-economic
conditions. The
novelty of this research lies in its localized analysis of how toll roads
impact rural regions transitioning into urban areas. Unlike other studies that
focus on macroeconomic growth or large urban centers, this research delves into
the micro-level effects of urbanization on local communities, particularly in
terms of land use, population shifts, and economic transformations. The study
also highlights the importance of infrastructure planning in ensuring that
urbanization benefits are equitably distributed and do not exacerbate
socioeconomic inequalities.
In summary, this research is necessary because it addresses a pressing
issue in regional development: how infrastructure projects like toll roads can
transform small rural districts into urbanized areas, often with unintended
socio-economic consequences. By providing a comprehensive analysis of the
specific impacts of the Palikanci Toll Road on the Ciledug District, this study
offers valuable insights for academic researchers and policymakers seeking to
manage the urbanization process more effectively.
METHOD
This research was conducted using a
mixed approach with qualitative and quantitative descriptive methods, where
both data were used to describe the phenomena by triangulation
Quantitative data were collected using a
structured questionnaire distributed to 100 households. The questionnaire used
a Likert scale (1 to 5) to measure residents' views on land use changes,
migration, livelihood diversification, and access to infrastructure. A random
sample was chosen using the Slovin formula to ensure representativeness. The
data included factors like household income, land ownership, and employment.
The survey was carried out on a
livelihood scale to test the urbanization criteria determined based on changes
in land use, population structure, and utilities shown by the fulfillment of
basic infrastructure needs. The questionnaire results are then presented
descriptively through graphs and then validated with the interview results. The
interview activities were carried out using the purposive method, through
semi-open-ended questions, and processed in a triangulation manner through
content analysis, combining multiple data sources—questionnaires, interviews,
and satellite imagery—for a more comprehensive understanding. Methodological
triangulation was also employed, using quantitative and qualitative methods to
strengthen the study’s validity. Cross-validation between these methods ensured
robust conclusions. The flow of the
research process can be seen in Figure 3, and data requirements in Table 1.
Source: Analysis, 2024
Figure 1.
Research Flow Chart
Table 1. Data Requirements
|
No. |
Aims |
Variable |
Data Requirements |
Parameters |
|
1 |
Describing the effects of toll roads on the
urbanization typology of the study area |
Land use change In migration Infrastructure provision for basic needs
(transportation, clean water, electricity, telecommunication, education,
solid waste, management, health care facility, business facility |
· Google Earth satellite image (in 2009 and
2024) · Demography aspect (population size and
density in 2009 and 2023) · Questioner and interview |
· Percentage of land use change · Ground check and observation of the existing
land use and activity. · Questioner with Likert’s scale from 1-5
(strongly disagree to strongly agree) · Interview with purposive sampling |
|
2 |
Describing the correlation between urbanization
phenomenon on people’s livelihood choice |
Livelihood diversification, income change, access
to livelihood, access to choose livelihood strategy |
· Questioner and interview |
· Questioner with likert’s scale from 1-5
(srtrongly disagree to strongly agree) · Interview with purposive sampling |
Source: Analysis, 2024
The questionnaire's
respondents were determined by random sampling, while the interview was carried
out by purposive sampling. The requirement for respondents to fill out the
questionnaire is that they must be the head of the family or a bread maker in
the family. The interviewees were divided into residents and local governments.
Residents are determined by age (>17 years), the representation based on
livelihood diversification, and the livelihood scale unit. The determination to
interview classified for the representation of the Ciledug District Government
and Rural Head in the Ciledug area, especially in the impacted area near the
toll gates. Quantitative data will be interpreted using descriptive statistical
graphics, while qualitative data will be analyzed using content analysis to
confirm the number shown in the statistical graphic.
Source: Analysis, 2024
Figure 2.
Sources Determination for Interview
RESULTS AND DISCUSSION
A. Urbanization Typology and
Characteristic
Satellite
image processing shows the emergence of increased activity in urban fringe
areas, about ±2 km from the Toll Gate, dominated by business and
residential activities to serve the increasing intensity of industrial
activities. The service points of the area in Central Ciledug have now shifted
to the northern part, covering the Jatiseeng, Ciledug Kulon, and Bojongnegara
areas. This indicates the existence of the industrial sector and toll roads as
a generator of activities in the form of business and services. So, the
northern area of Ciledug District is now growing as a service center of peri-urban
areas.
Table 2. Land Use Change in Ciledug District in 2009 and
2024
|
No. |
Land Use Classification |
Area (Ha) |
Land use change (%) |
|||
|
2009 |
2024 |
|||||
|
Ha |
% |
Ha |
% |
|||
|
1 |
Build up area |
232,20 |
16,20 |
289,91 |
20,24 |
(+) 4,04 |
|
2 |
Industrial zone |
6,67 |
0,47 |
6,67 |
0,47 |
0,00 |
|
3 |
Agriculture |
1.193,81 |
83,33 |
1.136,21 |
79,30 |
(-) 4,04 |
|
Total |
1.432,68 |
100 |
1.432,79 |
100 |
0,00 |
|
Source: Google
Earth Image Processing by ArcGis 13.1
Between
2009 and 2024, Ciledug District experienced significant changes in land use, as
illustrated in Table 2. The most notable shift was the expansion of built-up
areas, which grew from 1,620 hectares in 2009 to 2,024 hectares in 2024,
representing an increase of 404 hectares. This expansion reflects the
development of new residential and commercial areas due to urbanization driven
by the toll road. In contrast, industrial zones remained constant at 667
hectares during this period, indicating no significant change in the size of
land dedicated to industry. However, the activities still contributed to
economic shifts.
Meanwhile,
agricultural land declined, decreasing from 11,938 hectares in 2009 to 11,362
hectares in 2024, marking a loss of 404 hectares. This reduction in farmland
corresponds to the increase in built-up areas, as agricultural land was
converted for urban development. Overall, the table highlights the ongoing
urbanization process in Ciledug, with more land being used for housing and
business activities at the expense of agricultural space.
b. The Growth
of trading activity in Northen area of Ciledug Kulon C. Access to
industrial site in Northen Ciledug a. The
emergence of housing area in Bojonegara
Source: Observation, 2024
Figure 3.
The Emergence of New Growth Centre
in Urban Fringe of Ciledug District as a Response to Industrial Activity
Image processing
analysis showed that 4.04% of agricultural areas turned into built-up areas,
which were indicated as new settlement areas in the southern part (Jatiseeng
Kidul) and the growth of business and service activities in the northern part
(Jatiseeng, Ciledug Kulon). Although the industrial sector has not shown a
significant increase in land use, nevertheless, the increase in commuter
activities and the increase in labor force absorption in the industrial sector
have led to an insistence on the emergence of the expansion of residential
areas in the South and business services in the North. The growth of
residential areas is pushed to the south in response to increased land prices
around industrial areas. On the contrary, the business sector is growing in the
north, accompanied by increased land prices and the privileges of the location
specialty. Land use shifts can be seen in Figure 6 and
Figure 7.
Source: Image Processing
Analysis, 2024
Figure 6.
Land Use Map of Ciledug District in 2009
Source: Image Processing
Analysis, 2024
Figure 7.
Land Use Map of Ciledug District in 2024
The survey found indications of migration caused by
the emergence of industrial sectors. The migration process occurred due to the
emergence of a workforce to meet the demand of the industrial sector and the
attractiveness of the location of North Ciledug as a new niche for business and
service activities. 15% of respondents stated that they migrated from outside
the city to Ciledug to get new job opportunities as industrial workers,
entrepreneurs, and workers in the business sector. Most migrants came from
cities in West Java (the area around the development of the Rebana Metropolitan
area) and Central Java (Brebes and Tegal). The growth of business activities in
Northen Ciledug not only serves the needs for new residential areas but also
meets the needs of the incoming population through commuter activities. Thus,
the existence of toll roads can be concluded to impact the change in
agricultural land use into a developed area that encourages the emergence of
new growth centers due to increasing industrial activities. Over time, the
growth of North Ciledug can also create a trickle-down effect on the South
Babakan District and form a new urban area.
Source: Analysis, 2024
Figure 4.
Influence of the Emergence of Toll Gates on Migration
Choice
Source: Observation, 2024
Figure 9.
Jatiseeng Kidul Growth as New Settlement Area in South
Ciledug
Industrial activities appeared
before the existence of toll roads, but the existence of toll roads creates an
increase in the scale of industrial activities, which has an impact on
increasing labor size, leading to an increase in commuter and migration
activities. It was identified that the growth of the industrial sector caused a
multiplier effect that awakened the housing, business, and service sectors and
created new growth poles in the urban fringe in the northern area of Ciledug.
As the land rate in the northern area increased as an effect of location
specialty, demand for housing pushed into the southern area of Ciledug with the
lower land price. The speed of population growth in the central part of the
south must be anticipated to prevent sprawl. At the same time, the decline of
agricultural land is feared to accelerate in the central part to the north due
to the inclining of industrial activities. The loss of agricultural land that
is not balanced with the absorption of industrial labor for local communities
is feared to increase the chances of economic and social inequality, which will
be discussed in the following subsection.
B. Impacts
of The Toll Roads on Basic Infrastructure Provision
A survey by
distributing questionnaires and interviews was conducted to find out whether
urbanization impacts meeting the community's basic needs in infrastructure
services. The result is that most of the infrastructure fulfillment has no
meaningful connection with the existence of toll roads. Respondents argued that
development programs related to infrastructure improvement are not caused by
the existence of toll roads or industrial activities but are already part of
the regional development plan roadmap. In general, there needs to be
infrastructure specifically built to respond to the transformation in the area
after the construction of the toll road. The local community government and
village heads in Ciledug District also confirmed this argument.
b. Interview
with The Head of Ciledug Administrative District a. Interview
with Village Head and Village’s Government Representative
Source: Field Survey, 2024
Figure 5.
Interview with Local Government
As seen in Table 3, more than
half of the respondents chose that the existence of toll gates has not impacted
the improvement of essential infrastructure provision. On the other hand, 85%
of the respondents agree that it has an impact on improvement in internal
accessibility, and 89% of them agree that it has an impact on intraregional
mobility. The improvement in interregional activity is a sign that the
existence of toll roads did not cause any severe impact on area fragmentation,
which is usually followed by decreased accessibility within the area. As
stated in the critical statement below, the existence of toll roads primarily
causes an impact both in increasing accessibility and mobility and stimulating
congestion, and It should be anticipated to control
the signs of sprawl in the area.
Table 3. Influence of the
Existence of Toll Roads on Basic Infrastructure Provision
|
No. |
Criteria |
Sample Size |
Score (%) |
||||
|
1 |
2 |
3 |
4 |
5 |
|||
|
1. |
Improvement in interregional accesibility |
100 |
2 |
2 |
11 |
69 |
16 |
|
2. |
Improvement in intraregional accesibility |
100 |
0 |
2 |
9 |
81 |
8 |
|
3. |
Improvement in clean water provision |
100 |
3 |
10 |
53 |
29 |
5 |
|
4. |
Improvement in electricity provision |
100 |
0 |
13 |
53 |
28 |
6 |
|
5. |
Improvement in telecommunication provision |
100 |
1 |
8 |
58 |
23 |
10 |
|
6. |
Improvement in solid waste treatment management |
100 |
3 |
9 |
58 |
22 |
8 |
|
7. |
Improvement in education provision |
100 |
1 |
2 |
60 |
24 |
13 |
|
8. |
Improvement in healthcare provision |
100 |
0 |
4 |
56 |
29 |
11 |
*Notes:
|
1: Strongly disagree |
3: Neutral |
5: Strongly disagree |
|
2: Disagree |
4: Agree |
|
Source:
Analysis of Field Data Survey, 2024
It reveals that toll roads had mixed impacts
on infrastructure development. Most respondents (85%) agreed that toll roads
improved interregional accessibility, and 89% believed they enhanced
intraregional mobility, highlighting the positive effect of toll roads on
transportation. However, the influence of essential services could have been
more pronounced. For instance, only 34% of respondents reported improved clean
water provision, and 34% noted better electricity services. Similarly, 33%
observed improvements in telecommunications, while 30% saw enhancements in
solid waste management. Education and healthcare also showed limited
improvements, with 37% and 40% of respondents, respectively, indicating
progress. While toll roads significantly boosted mobility and connectivity,
their direct influence on essential infrastructure services such as water,
electricity, and healthcare was less impactful, suggesting that these
developments may not have been a priority linked directly to the toll road
project.
C. Impacts
of The Toll Roads on District Economics Structure
When urbanization did not improve fulfilling infrastructure provision for
basic needs, it strongly impacted the area's economic structure. As seen in
Table 4, more than 80% of the respondents agree and strongly agree that the
existence of toll gates impacts the decision to open a new business, change in
income, and labor force absorption. That decision is caused by the land
conversion from agriculture for toll road development and new build-up areas. 52%
of respondents have no land ownership due to land conversion, and 62% have an
increase in average income. It shows the capability of people in the area to
cope with urbanization with livelihood diversification and substitute the land
for a new economic activity.
Table 4. Influence of the
Existence of Toll Roads on Economic Structure
|
No. |
Criteria |
Sample Size |
Score (%) |
||||
|
1 |
2 |
3 |
4 |
5 |
|||
|
1. |
Access to open new business |
100 |
0 |
4 |
10 |
69 |
17 |
|
2. |
Change in Income |
100 |
1 |
2 |
15 |
70 |
12 |
|
3. |
Labor force
absorption |
100 |
1 |
1 |
17 |
69 |
12 |
|
4. |
Agriculture land
ownership |
100 |
3 |
5 |
16 |
68 |
8 |
*Notes:
|
1: Strongly disagree |
3: Neutral |
5: Strongly disagree |
|
2: Disagree |
4: Agree |
|
Source: Analysis of Field Data Survey, 2024
Most respondents (86%)
agreed that the toll roads positively influenced business creation, with 69%
strongly affirming that it led to new business opportunities. This suggests
that the improved accessibility brought by the toll roads helped foster
entrepreneurial activities and economic diversification in the region.
Additionally, 82% of respondents reported an increase in household income,
reflecting how the toll roads contributed to economic growth and enhanced
livelihoods for residents.
Regarding labor force
absorption, 81% of respondents agreed that the toll roads played a role in
generating employment, likely due to the growth of industrial and service
sectors that followed urbanization. However, the effect on agricultural land
ownership was more varied. While 68% reported losing agricultural land, this
also coincided with shifts to other economic activities, indicating that land
formerly used for farming was repurposed for industrial and residential
development. Overall, the toll roads spurred significant changes in Ciledug's
economic landscape by encouraging new businesses, improving income levels, and
creating jobs, albeit at the cost of agricultural land loss.
Source: Field Survey, 2024
Figure 7.
Interview With Respondents from Different Livelihoods
Classification
As stated and confirmed by the respondents in an interview, they state
that most of their relatives or family members in a younger working-age class
also worked for the industry in the area due to their academic and skills
background. Meanwhile, former farmers are changing their livelihoods and
opening up new businesses related to business and services for the workforce in
the industrial sector. It shows that entrepreneurship and human development
index (HDI) influence coping capability. Most former farmers seek an
opportunity to invest in new economic activity as a livelihood strategy.
Even if agricultural land ownership declined after the
toll road development, the average income of people in the study area remained.
This indicates that livelihood strategies, as coping mechanisms for the
acceleration of urbanization, tend to be more resilient. It has also been
confirmed that the existence of toll roads affects the internal economic
structure. The location advantages and the enthusiasm to contribute to business
activity will foster urbanization, especially in northern Ciledug as a
hinterland for the industrial area.
Source: Analysis, 2024
Figure 8.
Impact of Toll Roads Development on Land Ownership and
Income Change
CONCLUSION
This study identifies the typology of
urbanization and the effects of toll road development on Ciledug District,
particularly highlighting the transformation driven by proximity to toll gates
and the rise of industrial areas. The northern part of Ciledug, including
Bojongnagara as an industrial hub and Jatiseeng as a business center, has
become a new growth pole. As land prices in northern Ciledug rise and a new
middle-income labor force emerges, new settlement areas are expanding in
southern Ciledug, specifically in Jatiseeng Kidul. The region experiences
significant interregional and intraregional commuting, leading to peak-hour
congestion. The demand for housing and settlement spaces has driven land
conversion, signaling a trend towards higher population density. The emergence
of new areas for business and residential activities and the associated traffic
congestion reflects gentrification, necessitating careful urban planning to
prevent uncontrolled urban sprawl.
Furthermore, toll roads have
significantly influenced the internal economic structure, shifting from
agriculture to non-agricultural activities as residents adapt to urbanization
by diversifying their livelihoods. Many have invested in business and service
sectors to meet the growing needs of commuting workers and incoming migrants
from outside the region. Despite this rapid economic transformation and urban
growth, the study notes that improvements in basic infrastructure have not kept
pace with urbanization. This lack of infrastructural development indicates that
regional policies still need to account for accelerated gentrification and
urbanization's impacts fully. This leaves the area vulnerable to challenges
such as urban sprawl and inadequate infrastructure support for its growing
population and economy. The findings suggest the need for proactive policy
interventions to manage urban expansion and ensure regional sustainable
development.
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