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PERKERETAAPIAN MASA KOLONIAL BELANDA DI WILAYAH INDRAMAYU: PEMETAAN JALUR DAN BUKTI TINGGALAN ARKEOLOGIS
Abstract and Figures
The development of railways in Indonesia is related to the exploration and exploitation of the Dutch Colonial Government. This mode of transportation is used for the transport of agricultural commodities so that a compilation of enforced planting politics is enforced. Indramayu is one of the areas on the island of North Java which is traversed by the construction of this route, so it has archaeological remains, everything related to trains or is called railways. This remains a fact and basis in colonial history. The difficulty of preserving the railroad relics in the Indramayu Region is difficult to find and approve. Through qualitative and exploratory methods, this study further discusses railways that have archaeological values on the track built by the Dutch colonial government, namely (1) the non-active Jatibarang - Indramayu railway line; (2) Jatibarang - Karangampel non-active train line; (3) Haurgeulis - Arjawinangun Lane which is an active route at this time. Data collected through literature studies, documentation studies, observations collected by interviews. The results showed some relics in this region which are found in several districts namely Jatibarang, Karangampel, Haurgeulis Districts and along the Jatibarang-Indramayu, Jatibarang-Karangampel and Jatibarang-Arjawinangun subdistricts. Also around the former station Kadokangabus Station, Terisi and Telagasari. Besides that, it was located in the center of Cimanuk economic activity during the colonial period. Perkembangan kereta api di Indonesia, terkait dengan eksplorasi dan eksploitasi Pemerintah Kolonial Belanda. Mode transportasi ini digunakan untuk pengangkutan komoditas pertanian, sehingga menguat ketika diberlakukannya politik tanam paksa. Indramayu adalah salah satu wilayah di Utara Pulau Jawa yang dilalui oleh pembangunan jalur ini, sehingga memiliki tinggalan arkeologis, segala sesuatu yang berhubungan dengan kereta api atau disebut dengan perkretaapian. Tinggalan tersebut menjadi fakta dan dasar dalam mengidentifikasi sejarah masa kolonial. Kurangnya kesadaran pelestarian tinggalan perkretaapian di Wilayah Indramayu, membuatnya sulit dicari dan di identifikasi. Melalui pendekatan kualitatif dan metode eksploratif, penelitian ini mengidentifikasi tinggalan perkeretaapian yang memiliki nilai arkeologis di jalur yang dibangun pemerintah kolonial belanda yakni jalur (1) Jalur kereta api non aktif Jatibarang – Indramayu; (2) Jalur kereta api non aktif Jatibarang – Karangampel; (3) Jalur Haurgeulis – Arjawinangun yang merupakan jalur aktif saat ini. Data dikumpulkan melalui studi literatur, studi dokumentasi, observasi yang diperkuat oleh wawancara. Hasil penelitian menunjukan beberapa peninggalan di wilayah ini yang terdapat di beberapa kecamatan yakni Kecamatan Jatibarang, Karangampel, Haurgeulis serta di sepanjang jalur penelusuran Jatibarang-Indramayu, Jatibarang-Karangampel dan Jatibarang-Arjawinangun. Juga di sekitar bekas stasiun Stasiun Kadokangabus, Terisi dan Telagasari. Selain itu terdapat tinggalan di pusat aktivitas ekonomi Cimanuk pada masa kolonial.
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Cirebon City was strategically located in the northern part of West Java. As a port city it flourished during the Dutch Colonial era. Sugar plantations and production were exploited by the Dutch government who developed the railroad transportation for people and commodities. The emergence of the sugar industry and railroad infrastructure in 1918 was followed by the development of settlements and the economic centre thus affecting the spatial structure of the Cirebon City in 1918. This study examines the spatial structure of Cirebon City in 1918 It employs a spatial approach and a descriptive survey method. It gathers archaeological data from the sugar industry and railroad transportation using observation, literature, documentation and interviews. Data is then analysed with Geographic Information Systems based on concentric theory. The findings show that the central business district zone is located near the port as the final hub of transportation. These developments have been followed concentrically including transition zones, low-class residential homes, better residents, and commuter zones following the infrastructure of the sugar industry and rail transportation.
The high demand for various plantation commodities in the world market, especially sugar, encourages the construction and operation of railroad lines in the Cirebon region. The construction and operation of railroad lines in Cirebon are directed to facilitate commodity traffic to be sent through the Port of Cirebon. The problem raised in this paper is related to what archeological remains are markers of the existence of the Cirebon-Cirebon Port Railway. The method used to answer these problems is the descriptive analysis method. Data collection was carried out through literature study and field observations. Dutch colonial railroad relics on the track in the form of the railbed, signal pole structure, boundary stakes, bridge structure, level crossing pole structure, and rail rods that are still installed. The existence of the railroad remains is a proof of the activities of the train transportation mode to the Port of Cirebon.
Tingginya permintaan berbagai komoditas perkebunan di pasaran dunia, terutama gula mendorong dibangun dan dioperasikannya jalur kereta api di wilayah Cirebon. Pembangunan dan pengoperasian jalur kereta api di Cirebon diarahkan untuk memperlancar lalu lintas komoditas yang akan dikirim melalui Pelabuhan Cirebon. Salah satu bagian dari jalur kereta api yang dibangun, adalah jalur Stasiun cirebon - Pelabuhan Cirebon. Permasalahan yang diangkat pada tulisan ini, adalah berkenaan dengan tinggalan arkeologi apa saja yang menjadi penanda keberadaan Jalur kereta api Cirebon - Pelabuhan Cirebon. Metode yang dipergunakan untuk menjawab permasalahan tersebut, adalah Metode deskriptif analisis. Pengumpulan data dilakukan melalui studi Pustaka, dan pengamatan lapangan. Saat ini, Jalur kereta Cirebon - Pelabuhan merupakan jalur tidak aktif di wilayah Cirebon. Tinggalan perkeretaapian masa Kolonial belanda di jalur tersebut berupa railbed, struktur tiang sinyal, patok batas, patok KM, struktur jembatan, struktur tiang perlintasan sebidang, dan batang rel yang masih terpasang. Keberadaan tinggalan perkeretaapian tersebut merupakan bukti aktifitas moda angkutan kereta api menuju Pelabuhan Cirebon.
Cirebon is a strategic city in the north of Java which, based on concentric theory, has a dynamic development process. This research used a qualitative approach and the descriptive method followed the pattern of inductive reasoning where data was collected through a) a literature study to documents from Indonesian National Archives (ANRI) and PT KAI Indonesia; b) field survey to observe the remains of the railroads; and c) interviews with the community leaders. Data were then analyzed spatially, using indicators from concentric theory, to see the effect of railroads on the development of the spatial structure of Cirebon. The result of the study reveals that the palace used to be the center of community activities during the kingdom reign, then shifted after the Dutch arrived and built the railroads. The center of the activities shifted to the ports, the stations, along the train stops, the plantation areas, the sugar factories, and the meeting points of the roads. The remains of the railroads today become a contextual proof of the development of the spatial structure of Cirebon which must be preserved as an archaeological value. Keywords: Train Heritage, Spatial Structure, Cirebon Abstrak. Cirebon merupakan kota yang strategis di bagian utara Pulau Jawa. Jika didasarkan pada teori konsentris, kota ini memiliki proses perkembangan dinamis. Penelitian ini menggunakan pendekatan kualitatif, metode deskripstif mengikuti pola penalaran induktif. Data dikumpulkan melalui studi literatur, yakni dokumen dari Arsip Nasional Indonesia dan PT KAI Indonesia; survei untuk melihat sisa tinggalan perkeretaapian dari studi literasi; dan wawancara kepada tokoh masyarakat. Data dianalisis secara spasial dengan indikator dari teori konsentris untuk melihat pengaruh perkeretaapian terhadap perkembangan struktur tata ruang Kota Cirebon. Hasil penelitian tinggalan arkeologis perkeretaapian menunjukan bahwa pada masa kerajaan, pusat aktivitas masyarakat berada di sekitar keraton, kemudian bergeser setelah Belanda datang dan membangun perkeretaapian. Pusat aktivitas bergeser ke pelabuhan, stasiun, sepanjang perhentian kereta api, kawasan perkebunan, pabrik gula dan titik pertemuan jalan. Kondisi tinggalan tersebut menjadi bukti kontekstual perkembangan struktur tata ruang Kota Cirebon yang harus dilestarikan sebagai peninggalan bernilai arkeologis. Kata kunci: Tinggalan Perkeretaapian, Struktur Tata Ruang, Cirebon
Gula merupakan salah satu komoditas perdagangan penting pada masa kolonial Belanda. Hasil yang berlimpah tidak diimbangi dengan ketersediaan angkutan barang. Minimnya volume angkut dan lamanya waktu tempuh merupakan permasalahan yang dihadapi pengusaha gula. Pengembangan moda transportasi kereta api menjadi jawaban atas permasalahan tersebut. Daya angkut besar dengan waktu tempuh yang lebih cepat menjadi kelebihannya. Tujuan penelitian ini adalah menguraikan peranan kereta api dalam pengangkutan gula ke pelabuhan di Karesidenan Cirebon. Metode yang dipergunakan, deskriptif analisis. Data dikumpulkan melalui kegiatan studi pustaka dan pengamatan lapangan. Hasil penelitian menunjukkan, jalur kereta api di Karesidenan Cirebon merupakan bagian dari jalur Semarang – Cirebon yang dibangun oleh NV. SCS. Tinggalan perkeretaapian di jalur tersebut menunjukkan terdapat persimpangan ke pabrik gula dari stasiun terdekat. Kesimpulan, pembangunan perkeretaapian di Cirebon pada awalnya ditujukan sebagai angkutan komoditas gula.
Sugar was one of the important trade commodities during the Dutch occupation. The abundant production of sugar disproportionated to the availability of freight transportation. Its consequences, the sugar company was hampered by both the low volumes and and the slow journey time of transported goods. As a result, the development of modes of transport was the solution needed. It would provide the solution based on the maximum payload and highest average speeds. The purpose of this study is to describe the role of railways in transporting sugar industry to the port in the Cirebon Residency. The research method used in the study is descriptive analysis. Research data were derived from library study, and field observations. The results of the study have shown that the railway line in Cirebon Residency was actually a part of the Semarang - Cirebon railway line built by NV. SCS. The disused railroad indicate clearly that there was an intersection to the sugar company from the nearest train station. It concluded that the railway construction in Cirebon was initially intended as the sugar transportation.
Potential land prices are strongly influenced by various factors, Cimahi City has three sub-districts displaying unique characteristics, since it is located between two districts and one large city, which affects the potential price of land. The potential price of land is crucial to identify, especially in determining the policies of related agencies, the purpose of this research was to zoning potential land prices in Cimahi City. This study engaged a quantitative approach utilizing data collection technique in the form of observation, literature, documentation, and interviews, then analysis was conducted using a GIS which composed of assessment, weighting, coating, and buffering. The study population was all sub-districts in Cimahi. The research samples were taken from several sub-districts which were influenced by districts and cities characteristics indicators such as accessibility, land usage, and land ownership status. The results showed land prices potential was classified as low, medium, and high which was derived by several indicators. It could be concluded that the potential land price is strongly influenced by the surrounding area features, especially urban and district infrastructure. Keywords: Land Value Potential; Zonation; Urban Planing Copyright (c) 2020 Geosfera Indonesia Journal and Department of Geography Education, University of Jember This work is licensed under a Creative Commons Attribution-Share A like 4.0 International License
This research analyze development of Cirebon morphology. Morphology of the city, it is a explanation model that relationship with expression and existence of space at the city. which can be observed from appearance physically. Cirebon was a planned settlement at the early growth with concept of the cosmic city. And then at VOC period, Cirebon was called the fort city and as unplanned settlement. At Colonial period the XIX Century, Cirebon had great harbor which influenced to development of the city. At early the XX Century, Cirebon was called gemeente which had more of autonomy with a planned settlement Key Word : morphology, city, colonial Penelitian ini menguraikan perkembangan morfolgi kota di Cirebon. Morfologi kota adalah suatu model penjelasan yang berhubungan dengan ekspresi dan eksistensi tata ruang kota. Cirebon adalah suatu pemukiman yang terencana pada awal pertumbuhannya dengan konsep kota kosmis. Namun demikian setelah VOC datang ke Cirebon berangsur-angsur orientasi pusat kota Cirebon berpindah dari keraton ke pelabuhan. Perkembangan pelabuhan Cirebon dan kota Cirebon banyak dipengaruhi oleh potensi daerah hinterland-nya yang luas dan subur termasuk yang ada di daerah Priangan. Pada tahun 1926 kota Cirebon ditetapkan sebagai stadgemeente. Akibatnya, pembangunan-pembangunan sarana prasanana kota semakin gencar, dan mulai ada pengembangan kota dengan desain perencanaan yang lebih matang Kata kunci: morfologi, kota, kolonial
p align="center"> Abstract
This research discusses the development of urban transport in Medan during the first half of 20th century. In this period, Medan was the city at outside Java that had the most good strides in social and economic life. Although the urban situation had a remarkable development, but the transport system was not complicated as well as Batavia or Surabaya. Therefore, the problem of this thesis emphasize the urban transportation development in the midst of Medan urban’s development. The urban spaces, the dynamics of employing transportation, and regulation are some important factors which discuss in this thesis. This research analyzing primary and secondary sources which include archives, newspapers, magazines, photographs, and other references. There are several findings in this thesis. First , most of the urban streets in Medan were built originally for the plantation needs, before then became the public road and the urban main street. Second , although the mechanic vehicle had existed, but generally, the urban center was filled by the smaller number of upper middle class rather than lower middle class groups which generally live at suburbs. Third , the policy on the Medan urban transport system was not fully held by the city government, because the other parties of non-government also intervenes to adjust their personal or group interests. Fourth , public transport which could carry mass passenger tends to be marginalized by economic reasons, i.e. the economic opportunity where people engaged in transportation was lost and effect on peoples income. Fifth , the sorts of urban transport in Medan are connoting also to social symbol.
Keywords: Development, transportation, city, spatial.</p
This article seeks to propose a rationale for exploratory research in the social sciences. Inspired by the recent debates around qualitative methods (Gerring, 2001; George and Bennett, 2005; Brady and Collier, 2004; Mahoney and Rueschemeyer, 2003; Ragin, 2008; to name just a few), I seek to demonstrate that exploratory research also has a rightful place within the social sciences. In order to live up to its potential, exploratory research needs to be conducted in a transparent, honest, and selfreflexive way – and follow a set of guidelines that ensure its reliability. Exploratory research, if conducted in such a way, can achieve great validity and it can provide new and innovative ways to analyze reality.
In most cases, exploration demands more from the researcher than confirmatory research, both in terms of preparation, as well as in terms of willingness and ability to expose oneself to foreign cultures and languages as well as the courage to engage in a critical and honest selfreflection and critique. It also requires intellectual engagement with the topic at stake far beyond the needs of those running regressions from their office computers. However, exploratory research normally demands less money to conduct, as most projects can be done by one researcher alone, without the need to mobilize, train, and pay, large research apparatuses. Given the disciplinary power of elite scholars and academic institutions when it comes to selecting research through funding and hiring, exploratory research thus has great emancipatory potential, because it can escape the disciplinary power of senior “peers” and mainstream funding agencies.
To legitimize and provide a solid epistemological ground for exploratory research in the social sciences, it needs to be grounded in a philosophy of science; it has to be articulated within an epistemological framework; and it has to formulate a comprehensive methodological framework that justifies its methods. Thought also needs to be given to the ontology of the social sciences, as decisions about what counts as real and what we shall accept as a fact necessarily impact our strategy of inquiry.
Learning is an issue of critical importance for small enterprises. The aim of this article is to explore the organizational learning processes of such enterprises, in order to identify the potential implications for the economic higher education. The topic is approached from a multi-fold perspective, at the interface among entrepreneurship, management and marketing. The article contributes to better understanding the processes, factors of influence and results of the organizational learning, by means of direct research based on the method of semi-structured interview. The research universe consisted in small enterprises within the services sector, from Bucharest. According to the research results, organizational learning is rudimentary, substantiated on the individual learning of the entrepreneur. Learning is experiential and the main outcomes are skills and concepts. Knowledge dissemination is deficient, the main flow being oriented only from entrepreneur to employees. The entrepreneur cannot control knowledge absorption but can evaluate and encourage it. The research revealed a relationship between learning and entrepreneurial orientation, according to which learning enhancement leads to innovation and opportunity identification. Following the research results, suggestions for future research and conclusions relative to the implications on economic higher education were formulated.
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