Summary Seminar Nasional BEM KM STMT TRISAKTI

Sejenak kita agak tertegun ketika istilah “tol laut” pertama kali diperkenalkan oleh Presiden Jokowi. Tol laut merupakan sarana perhubungan (penumpang dan barang) yang menghubungkan satu pelabuhan dengan pelabuhan lain melalui “jalan laut”. Kapal-kapal yang menggunakan sarana ini akan membayar uang tambat di setiap pelabuhan yang dirapatinya da bebas bea berlayar di laut (kecuali ada aturan tersendiri termasuk kapal yang harus menunggu di luar pelabuhan atau melewati selat buatan).

Poros Maritim Dunia (DPM) merupakan trobosan pembangunan Indonesia yang sangat strategis berbasis maritim (kelautan), sekaligus membangkitkan kembali jiwa bahari bagi masyarakat Indonesia. Berbeda dengan konsep pembangunan Negara continental, pemerataan pembangunan di seluruh wilayah di Indonesia yang terdiri atas ribuan pulau hanya mungkin bila pembangunannya berbasiskan kelautan. Hal inilah yang mendasari pemerintahan baru, sementara menangguhkan pembangunan Jembatan Selat Sunda untuk menghubungkan Sumatera dan Jawa.

Sasaran Pembangunan Kemaritiman

Deputi Bidang Sumberdaya Alam dan Lingkungan Hidup Bappenas, Endah Murningtyas mengemukakan ada tiga sasaran pembangunan kemaritiman.

Pertama, memperkuat jati diri sebagai Negara maritim dengan menegakkan kedaulatan dan yurisdiksi nasional. Salah satunya adalah dengan menyelesaikan pencatatan pulau-pulau kecil ke PBB. Bappenas menargetkan 17.504 pulau di Indonesia bisa tercatat seluruhnya pada tahun 2019. Langkah selanjutnya adalah menyelesaikan sengketa batas wilayah sdengan Sembilan Negara tetangga.

Kedua, memberantas perikanan liar (illegal fishing). Strateginya dengan memperkuat lembaga pengawasan laut, meningkatkan koordinasi dalam penanganan pelanggaran tindak pidana, penguatan sarana system pengawasan perikanan, dan peningkatkan penertiban ketaatan kapal di pelabuhan, termasuk diantaranya mewajibkan pemasangan transmitter VMS kapal berukuran 30 GT dan peningkatan pelaksanaan kewajiban peloparan hasil tangkapan dan wilayah tangkap. Kejahatan illegal fishing yang dilakukan oleh ribuan kapal asing terus saja marak terjadi. Data Badan Pemeriksa Keuangan (2013) menunjukkan, potensi pendapatan sector perikanan laut jika tanpa illegal fishing mencapai Rp. 365 triliun per tahun. Namun, akibat illegal fishing, menurut hitungan Kementerin Kelautan dan Perikanan (2011), pendapatantersebut hanya  berkisar Rp. 65 triliun per tahun. Jadi ratusan triliun rupiah devisa Negara hilang setiap tahun.

Ketiga, membangun konektivitas nasional. Strategisnya dengan meningkatkan pembangunan system transpotasi multimoda, termasuk membangun dan mengembangkan 24 pelabuhan untuk mendukung tol laut. Bappenas merencanakan penyelesaian dan penguatan jalur lintas utara, sabuk tengah, dan sabuk selatan.

Ekonomi Kelautan

Bappenas telah memetakan 24 pelabuhan yang akan dibangun dan dikembangkan di seluruh Indonesia yaitu : Malahayati (Aceh), Belawan dan Kuala Tanjung (Sumut), Dumai (Riau), Batam (Kepri), Tanjung Pandan (Bangka Belitung), Teluk Bayur (Sumbar), Panjang (lampung), Tanjung Priiok (DKI Jakarata), Tanjung Persk (Jatim), Tanjung Intan (Jabar), Lembar Baru (Bali), Tenau (NTT), Pantai Kijing (Kalbar), Bagendang (Kalteng), Banjarmasin (Kaltim), Maloy (Kaltara), Makassar (Sulsel), Bitung (Sulut), Ternate (Malut), Ambon (Maluku), Arar (Papua Barat), Jayapuran dan Merauke (Papua). Rute/lintas utama adalah melayari kawasan laut pendalaman, yaitu : Belawan-Tanjung Priok-Tanjung Perak-Makassar-Bitung-Arar-Tanjung Perak-Tanjung Priok-Tanjung Pandan-Batam-Dumai-Belawan.

Juga akan dibangun 22 sentra IKM (industri kecil menengah) tersebar di seluruh Indonesia, dimana 11 di antaranya akan dibangun di Papua, Maluku, Maluku Utara, NTT, dan NTB. Sedangkan pengembangan kawasan ekonomi khusus (KEK). Bappenas memetakan 10 kawasan yang masing-masing mengembangkan basis industri berbeda tergantung kekuatan dan kebutuhan daerah tersebut. Berdasarkan program kegiatan tersebut dapat dipastikan pembangun lebih banyak di timur yang selama ini masih jauh tertinggal dari bagian barat Indonesia.

Peran Tol Laut

Pembangunan kawasan industry (IKM dan KEK) dan pengembangan perekonomian daerah yang didukung dengan pembangunan infrastruktur berupa jalan, bandara, pelabuhan, jalur kereta api, dan pelabuhan penyeberangan merupakan bagian dari pembangunan tol laut. Melalui tol laut, baik penumpang maupun produksi akan dapat diangkut dari satu kawasan industry ke suatu pelabuhan, selanjutnya diangkut dengan kapal laut ke pelabuhan tujuan. Agar kembalinya kapal ke pelabuhan asal tidak kosong, maka penumpang dan produksi dari kawasan industry tujuan dapat diangkut pula ke pelabuhan lain sehingga diharapkan semua kapal dalam pelayaran rutenya tetap dipenuhi penumpang dan barang.

Program ini bertujuan agar kesenjangan pembangunan dan tingkat perekonomian anatar jawa dan luar jawa secara bertahap dapat dikurangi dan tujuan akhirnya adalah peningkatan kesejahteraan masyarakat dan pembangunan daerah semakin merata.

Summary of Humanitarian Logistics

Humanitarian logistics is a branch of logistics which specializes in organizing the delivery and warehousing of supplies during natural disasters or complex emergencies to the affected area and people. Although they have been mostly utilized in commercial supply chain, logistics is one of the most important tools now in disaster relief operations. Type and quantity of the resources, way of procurement and storage of the supplies, tools of tracking and means transportation to the stricken area, specialization of teams participating in the operation and plan of cooperation between these teams, are some important issues that are connected directly to humanitarian logistics.

The main purpose of humanitarian logistics is to provide assistance to people affected by disaster or for organizations that manage disaster response. Provision of assistance must comply with the requirements, appropriate and controlled, to avoid misuse and waste.

 

The basic task of humanitarian logistics comprises acquiring and delivering requested supplies and services, at the places and times they are needed, whilst ensuring best value for money. In the immediate aftermath of any disaster, these supplies include items that are vital for survival, such as food, water, temporary shelter and medicine, among others.

Procurement

Procurement is a key activity in the supply chain. The procurement involves the sourcing, purchasing and covers all activities from identifying potential suppliers of relief items and services that are needed to meet the needs of the beneficiaries. There are three important principles of humanitarian procurement:

• Transparency: all phases in the procurement process are fair and accurately documented.
• Accountability: accountability to donors who may require certain rules to be followed when using the fund/money that they have provided.
• Efficiency and cost effectiveness: meeting the six rights of supply: right price, right time, right quantity, right quality, delivery to the required places and from the most cost effective source.

The procurement function must guard and mitigate against risk, understand the market, build a trust relationship with suppliers, meet the needs in a timely manner, and constantly monitor performance to improve service provision.

Transport

In the humanitarian context, transport can be defined as the physical movement of relief items/goods from suppliers or point of origin to internal customers (in this case mainly is warehouse of humanitarian organization)  or directly to the beneficiaries. The transport component in the supply chain therefore is critical in connecting supply to demand. The aim of transport in humanitarian context is to physically move the relief items/goods in a reliable and safe manner, on time, cost effectively and efficiently to its destination.

Transport mode will depend on several factors including:

• The type and volume of items/goods to be transported.
• The urgency that items/goods are required.
• The availability of different transport routes as well as different types of transport.
• The destination to which the items/goods to be transported.
• The cost of transportation.
• The terrain through which the items/goods need to be transported.

Warehousing and Inventory

The third main component is warehousing and inventory. Recently, some of the experts said that in the perfect supply chain we do not need warehouses in order to reduce costs. In the humanitarian context, clearly there are reasons why items/goods have to be stored and why we need warehouses. In the humanitarian supply chain, there are types of responsibility to manage warehouses, e.g. supplier warehouses, donor warehouses, humanitarian organizations warehouses.

Developing logistics warehousing to store all essential goods is one of the tools utilized in disaster response planning. Warehouses should be designed by taking precautions for contamination or waste of materials and organized in order to facilitate deliveries to the desired area at the desired time and quantities. Successful humanitarian operations also presuppose that distribution centers are located in the correct area, which is obviously near the region that tends to be hit by a disaster and can be indicated through software or mathematical models. The responsible authorities aim at maximization of response and minimization of distribution time, money spent and number of distribution centers. Coordination of the delivery of goods, organization of teams, supplies and equipment movement is realized by mobilization centers, which are located near the affected region. A way of taking precautions before a disaster occurs, is to organize emergency response plans which will help preparation and consequently mobilization in the time of the disaster.