Ship Visits Research Articles

Analysis of The Impact of Transportation Infrastructure Investment on Regional Economic Growth of Lombok Barat Regency

The availability of good transportation infrastructure is very important in increasing regional affordability and accelerating regional economic progress and can increase GRDP in a region. The purpose of this study is to analyze the impact of transportation infrastructure investment, including road infrastructure and port infrastructure on regional economic growth in West Lombok Regency. The research method used is quantitative method. The results of this study indicate that road infrastructure (road length) has a probability value of 0.0343 <0.05 with a coefficient value of -15.39090. Thus it is concluded that road infrastructure (road length) partially has a negative and significant impact on regional economic growth in West Lombok Regency. Then, the port infrastructure variable (ship visits), with a probability value of 0.2356> (0.05) and a coefficient value of -1.868806 so it is concluded that partially port infrastructure (ship visits) has a negative and insignificant impact on regional economic growth in West Lombok Regency. In the overall context (simultaneously), when road length and ship visits are analyzed together, both simultaneously have no significant impact on the regional economic growth of West Lombok Regency, with a probability number of 0.078487 > (0.05).

Analysis of the Relationship of Domestic Sea Transportation to the Gross Regional Domestic Product of the Real Estate Sector in Indonesia

The economic slowdown due to the pandemic has negatively affected various sectors in Indonesia, including the real estate sector. Meanwhile, Java Island is still the center of the economy in Indonesia. This contrasts the conditions of regions outside Java, which are still experiencing development gaps. Despite being a minor contributor to GDP, areas outside Java, such as Maluku and Papua, have experienced rapid economic growth. This proves that, outside Java, there is still significant potential for growth and investment, although it is inevitable that it will face unique challenges and obstacles in the future. Some of the factors that cause this to happen are the lack of supporting infrastructure such as roads, limited skilled human resources, and connectivity and transportation mobilization in the area. Excellent and appropriate connectivity and mobilization are needed to support economic growth in an area. One option for mobilization tools for archipelagic countries like Indonesia is sea transportation. In meeting the needs of the property and real estate sector, sea transportation is one of the options of choice. Excellent and proper connectivity and mobilization can be a factor that supports economic growth as well as the real estate sector outside Java. In the real estate sector, maritime transportation is essential in the timely distribution of quality building materials and construction equipment to development sites. There is undoubtedly a link between marine transportation and property/real estate in Indonesia. The research method used in this study is a significant correlation analysis, namely Pearson Product Moment, to determine the relationship between two variables, namely Domestic Sea Transportation and Real Estate Sector GRDP. The results of the correlation data test in this study show that the Domestic Sea Transportation variable is positively correlated with the Real Estate GRDP variable. Indicated by the correlation coefficient value for each sea transportation variable of domestic ship visits (units) = 0.331, domestic ship visits (GT) = 0.504, the flow of Non-Crate and Container goods (unloading) = 0.251, the flow of Non-Crate and Container goods (loading) = 0.447. It can be interpreted that there is a positive relationship between the four sea transportation variables and Real Estate GRDP.

STRATEGI PENINGKATAN EFEKTIVITAS OPERASIONAL SENTRA KELAUTAN DAN PERIKANAN TERPADU NATUNA

The Natuna Integrated Maritime and Fisheries Center (IMFC) was established to integrate fish landing, processing, and marketing activities. However, until 2019, the operation of IMFC had not been optimized, hence the objectives of its establishment had not been achieved. This study aims to assess the operational effectiveness of IMFC Natuna and develop strategies for its improvement. The research was carried out by identifying port facilities and capacities that have been built and assessing their operational performance. The strategy for increasing IMFC Natuna's operational activities was prepared using a SWOT analysis. The results show that the facilities at IMFC Natuna have been built completely and are currently in good, clean, and well-maintained condition. IMFC operational performance results from negative gap analysis on fish unloading parameters, namely fish production indicators and ship visits; the parameter of preparation of supplies on ice provision indicator; and marketing parameters on the indicator of the number of fish marketed. The service satisfaction assessment obtained an unsatisfactory rating on the provision of integrated cold storage facilities, provision and marketing services, as well as facilities for fish auctions. Strategies for increasing the operational activities of IMFC Natuna include empowering and improving fishers' skills, making regulations so that trading activities and business activities are centered in IMFC Natuna, inviting investors to develop fisheries investment, and bringing in fishing fleets from outside Natuna.
 Keywords: Gap, Natuna, operational, IMFC, Strategy.

Subsidy strategy design for shore power utilization and promotion

ABSTRACT Shore power is an important green technology used by ports to reduce carbon emissions. This paper investigates how to design subsidy strategy for promoting the installation and utilization of shore power. However, while installation subsidies may promote the installation of SPI in ports, resulting in a reduction in ship emissions, utilization subsidies may attract more ship visits, which may increase the total emissions of a port. Therefore, subsidies for shore power utilization and installation should be optimized to minimize the cost to government (comprising the environmental costs of ship emissions, the cost of utilization or installation subsidies, and carbon taxes) and maximize the profit for ports (including profit from original and new ships, utilization and installation subsidies, and carbon taxes). Using the Stackelberg game methodology, we discuss five cases to give a comprehensive analysis of the design of different subsidy policies, including no subsidy, SPI-utilization subsidy undertaken by port, SPI-utilization subsidy undertaken by port and government, carbon emission tax policy considering SPI-utilization subsidy, and SPI-utilization and SPI-installation subsidies undertaken by port and government. Managerial insights are generated according to the theoretical analysis and numerical experiments results, which can give references to the government and port operators.

Analysis of the Relationship Between Foreign Sea Transportation Visits and Gross Domestic Product Regional in the Processing Industry Sector

Sea transportation is also very much needed in the processing industry for ships and passengers and the flow of goods. Suppose the incoming ship can be seen as a sender of goods or the processing industry itself. This is supported very well by the cargo and costs for sea transportation, with much cargo at a relatively low cost. Analyzing the relationship of foreign sea transportation with the regional GDP of the processing industry sector. From ship visits consisting of total and units to passenger visits consisting of passenger arrivals and departure, for variable analysis using correlation and hypothesis testing. The results of overseas sea transportation with the GDP Regional the processing industry are for the correlation results of ship visits from units (0.613) with a strong and total correlation (0.596) with a moderate correlation, for passenger arrivals (0.262) and passenger departures (0.280) both have a low correlation relationship, for the unloading flow of goods (0.607) has a strong correlation. So the visits of foreign sea transportation ships with the GDP Regional of the processing industry sector have a significant relationship of (0.00) from the unit or total ships; for passenger visits, both do not have a substantial relationship for passenger arrivals (0.141) and passenger departures (0.115). The flow of unloading of goods has a significant relationship of (0.00). The greater the number of ship visits and the flow of unloading of goods, the higher the GDP Regional of the Processing Industry Sector, but the increasing number of passenger visits has no relation to the GDP Regional of the Processing Industry Sector.

Port Call Optimization at a Ferry Terminal with Stochastic Servicing Time and Additional Visits

Ferry shipping is an indispensable method of public transportation, especially in areas with well-developed river systems or coastal areas. The increasing demand for transport requires additional visits and introduces the problem of ship visit schedule engineering at ferry terminals with stochastic servicing time. In this paper, we propose a ferry visit planning problem to maximize the total profit, in which the berthing time, berthing location, and servicing time for each ferry visit are optimized. Then, a mixed-integer nonlinear programming model is proposed to formulate the focal problem. We propose a tailored solution method to convert the mixed-integer nonlinear programming model to a mixed-integer linear programming model. We further devise an inserting algorithm to test the performance of our model. A comparison between the results of the basic instance yielded by our model and those of the inserting algorithm validates our model and solution method. We then conduct sensitivity analyses of the impacts of different numbers of existing ferry visits and added ferry visits, different expectations of the real time taken by all the ferry visits, and different distribution patterns of existing ferry visits, to further validate the performance of our model.

KINERJA PEGAWAI DI PT. PELINDO IV CABANG AMBON DALAM PELAYANAN KEPELABUHANAN

This research was carried out at the PT. Pelindo IV Ambon Branch (Ambon Container Terminal) This research was motivated by the lack of direct socialization from the Ambon Container Terminal to service users regarding existing SOPs, for example socialization of the issue of ship visit fees, and the unavailability of suggestion box facilities so that it makes it difficult for service users in submitting a complaint. The informants taken in this study were limited to employees of the Ambon Container Terminal. This type of research is descriptive research that describes the performance of employees in port services. Data collection techniques are carried out by means of observation, interviews and documentation. The data analysis technique used in this study is a qualitative descriptive technique. The results of this study indicate that the performance of employees in port services using the mangkunegara method is running quite well, this can be seen from the existing SOPs. It is recommended that the Pelindo IV Ambon branch office (ambon container terminal) carry out more supervision, provide more adequate equipment and conduct training for employees.

PERFORMANCE ANALYSIS OF WIRELES ON THE GROWTH OF USERS OF SEA TRANSPORTATION SERVICES IN HUNIMUA PORT - CENTRAL MALUKU

Hunimua Harbor is the link between Ambon Island and Seram Island. The flow of growth in sea transportation users at Hunimua Port in the last five years has increased. The preliminary analysis of Hunimua Port shows that in 2021 passenger growth is 21%, 2-wheeled vehicle growth is 17%, 4/6-wheeled growth is 24%, and ship visit growth is 5%, respectively, and Berth Occupancy Ratio (BOR) is 72%. The results showed that the average annual load growth over the next ten years was 1.7% for passengers, 1.2% for R-2 vehicles, and 4.5% for R-4/6 vehicles. The Load Factor in 2026 has reached 68%, and in 2031 it has born 67%, which means that the level of demand for ferry transportation has exceeded the available capacity, based on the Regulation of the Minister of Transportation of the Republic of Indonesia Number PM 104 of 2017 concerning the Implementation of Ferry Transportation. The Berth Occupancy Ratio (BOR) value for 2026 = 82%, and in 2031 = 92%. From the percentage of BOR values in table 2.1 based on UNCTAD standards, Hunimua Port should have more than six piers ready to operate in 2026.

Feasibility Analysis of Dock Capacity in Tanjung Tembaga Port (Probolinggo, East Java)

As a maritime country and also as an archipelago country, Indonesia has many ports spread troughout its region. This makes sea transportation become the community’s choice, especially for shipping goods. This is because the load capacity is greater and the price is more efficient than land or air transportation. From time to time, sea transportation continous to grow. With an increase in the flow of ship visits and cargo flows, the port as a supporting facility for sea transportation is demanded to continue to be maximized in the services of these two things. This research aims to evaluate the feasibility of the dock capacity at the Tanjung Tembaga Port in Probolinggo, East Java. The evaluation process is carried out by processing ship visit data, then measuring the dimensions and capacity of dock, and finally looking for the value of Berth Occupancy Ratio (BOR). The result showed that ship visits in Tanjung Tembaga Port still tend to be low. Then for the BOR value, it is known that the level of dock usage in Tanjung Tembaga Port in 2021 is 68%. This value is still below the maximum BOR value, which means the addition of dock length is not needed.

ANALISIS KEBUTUHAN FASILITAS PERAIRAN PADA PELABUHAN KUSAMBA, DESA PESINGGAHAN KABUPATEN KLUNGKUNG

Klungkung Regency has a growing tourism attraction because it has a very exotic archipelago, namely Nusa Penida, Lembongan and Ceningan Islands. So that it requires adequate crossing facilities, the Regional Government of Klungkung Regency plans to build this Kusamba Port. With this function, port development must be accountable both economically and technically. The purpose of this study was to determine the area of the construction of water facilities and to determine the needs of water facilities at the Kusamba port in Pesinggahan Village, Klungkung Regency.This research uses a quantitative descriptive method that is aligned with research variables that focus on actual problems and phenomena that are happening in the form of research results in the form of numbers that have meaning. In this study data analysis uses wind data, tidal data, ship visits, ship data, wave data, shipping channel data, berth areas, ship loading areas, rotary pool areas, ship mooring areas, ship mooring areas, emergency place. Based on the data analysis carried out, the priority needs of Kusamba Port water facilities are, wharves, shipping lanes, areas where ships berth, rotary pool areas, areas where ships moor, areas for moving ships and areas for emergency needs. The results of calculating the need for water facilities at the Kumba port in Pesinggahan Village are a 140.00 m rotating pool, 1.126 km2 shipping channel, 5.170 km2 berth area, 2645.163 m2 ship berth area, 39677.445 m2 ship mooring area, 39677.445 m2 area where the ship is needed emergency 5,170,617.695 m2. So that the area of each water facility is obtained.

The dynamic programming model for optimal allocation of laden shipping containers to Nigerian seaports

In highly competitive shipping market environment, container network operators-Freight forwarders, shipping companies etc. are concerned about design, development and deployment of optimized allocation model to achieve cost savings through improved container storage yard operations, crane productivity, outbound container allocation/distribution to seaport terminals and hence reduction in ships’ waiting times. In this paper, we developed two models, the Dynamic programming model and optimal allocation policy (model), for the optimal allocation of units of outbound laden cargo containers of sizes: 20ft and 40ft to six (6) major seaports in Nigeria. The distributions of the laden containers were allocated as follows: Port-Harcourt, Tincan Island, Onne, and Calabar seaports were allocated with 1,064 units of stuffed containers each. Apapa seaport was allocated with 2,128 units of laden containers, and zero allocation was made to Warri seaport. These results were arrived at through the implementation of the optimal allocation policy. The zero units allocation made to Warri seaport could be attributed to poor shipper patronage and hence the low frequency of ship visits. Apapa seaport was allocated double the number of containers moved to the remaining ports because it attracted more shipper patronage and hence more ship visits. Hence, freight forwarding companies will be assured of cargo spaces and make more profit by allocating more containers. Policy implications of the developed models were discussed.

IDENTIFIKASI PENYEBAB DEADFREIGHT MUATAN BATUBARA DI MV. RB MYA

Muara Berau Anchorage is one of the waters in East Kalimantan that many ships visit for coal loading and unloading activities. The coal export transhipment was carried out in the Berau Estuary, Samarinda because the draft of large ships did not allow it to enter the far and shallow river channel. In the execution of loading there is often a shortage of load caused by several factors. The purpose of the study is to determine the causes and impacts of load deadfreight and efforts to reduce the occurrence of load deadfreight in the coal loading process. The methods used are descriptive qualitative. Data were collected through observation, interviews and literature studies that were tested for validity and reliability tests. The results of this study show that the cause of the load deadfreight in the MV. RB MYA is the theft of cargo along the Mahakam river, spillage of coal cargo during the loading process, and lack of supervision in the loading process at the Jetty. The impact of the deadfreight of coal cargo is the occurrence of a shortage of shiploads and the occurrence of losses for shippers. Efforts were made to reduce the occurrence of payload deadfreights in the MV. RB MYA is to hold barge escorts, increase the effectiveness of communication between the ship and floating cranes, and increase the number of Foreman Jetty.

A long‐term shift in the summer distribution of Hector’s dolphins is correlated with an increase in cruise ship tourism

Abstract Before the 2020 COVID‐19 pandemic, cruise ship tourism had been one of the fastest growing segments of global tourism, presenting a range of potential impacts. At Akaroa Harbour, Aotearoa New Zealand, the number of annual cruise ship visits more than quadrupled following earthquake damage to Ōtautahi Christchurch's Lyttelton Port in 2011. Akaroa Harbour is an area of core use for endangered and endemic Hector’s dolphins (Cephalorhynchus hectori). Dolphins here are exposed to some of the highest levels of cetacean tourism in Aotearoa New Zealand. Relationships were examined between growth in cruise ship visits, as well as tours focused specifically on dolphins, and long‐term trends in summer distribution of Hector’s dolphins at Akaroa Harbour, from 2000 to 2020. Core use areas for Hector’s dolphins within the harbour were quantified via kernel density estimation using data from 2,335 sightings from over 8,000 km of standardized survey effort. Data were allocated into four periods based on varying levels of tourism. Dolphin habitat preference varied over time, with the greatest change occurring between 2005–2011 and 2012–2015. When comparing these periods, the spatial overlap of core habitat was less than 24%. Dolphin distribution shifted towards the outer harbour after 2011 and has remained relatively consistent since. The observed shift in distribution coincided with the more than fourfold increase in annual cruise ship visits to Akaroa Harbour. Several pressures related to cruise ship tourism are likely to have influenced habitat preferences of dolphins. Further investigation into causal factors of the observed shift is warranted. In the wake of the COVID‐19 pandemic, the future of cruise ship and wildlife tourism is in flux. Our findings suggest that the future re‐development of this industry should follow a precautionary approach, with the onus on industry to provide evidence of sustainability before proceeding.

Global marine biosecurity and ship lay-ups: intensifying effects of trade disruptions

Recent global trade disruptions, due to blockage of the Suez Canal and cascading effects of COVID-19, have altered the movement patterns of commercial ships and may increase worldwide invasions of marine non-indigenous species. Organisms settle on the hulls and underwater surfaces of vessels and can accumulate rapidly, especially when vessels remain stationary during lay-ups and delays. Once present, organisms can persist on vessels for long-periods (months to years), with the potential to release propagules and seed invasions as ships visit ports across the global transportation network. Shipborne propagules also may be released in increasing numbers during extended vessel residence times at port or anchor. Thus, the large scale of shipping disruptions, impacting thousands of vessels and geographic locations and still on-going for over two years, may elevate invasion rates in coastal ecosystems in the absence of policy and management efforts to prevent this outcome. Concerted international and national biosecurity actions, mobilizing existing frameworks and tools with due diligence, are urgently needed to address a critical gap and abate the associated invasion risks.

Assessment of container terminals competitiveness in the Brazilian market: a cluster analysis

ABSTRACT This article presents an analysis of the competitiveness of Brazilian container port terminals and discusses the implications for the sustainable development of this sector in Brazil in the context of container ship size maximization. A cluster analysis was developed. Thirteen criteria were selected in the analysis taking into consideration both the previous literature and the characteristic of Brazilian ports. The classification shows that the third group of terminals (Santos Brasil, BTP and Paranaguá) has the highest average values in eleven out of the thirteen criteria, standing out mainly in annual capacity, number of plugs, and GDP hinterland. This is the most competitive group with the highest frequency of ship visits. It is also interesting to find that this group of terminals has a limitation regarding the operational draft that limits the port sector when receiving large ships. Considering the expected inclusion of New Panamax-class ships operating on the Brazilian coast, container terminals have restrictions due to the limited operational draft. Conclusions are drawn regarding the potential for implementing strategies and policy interventions. The study represents an application inspired by the current debate in the Brazilian port sector, which presents the country’s urgent problem of receiving large capacity ships.

Performance of Bajomulyo-Pati Coastal Fisheries Port (CFP) on the Regional Economy

The Coastal Fishery Port (PPP) of Bajomulyo is the largest fishing port in Pati Regency and its existence makes the capture fisheries sector the basis for the economy in Pati Regency. Therefore, this study aims to analyze the activities and performance of CFP Bajomulyo on the regional economy. This was conducted from February to October 2021 at the port. Data analysis was carried out using two methods. The first is the descriptive method which involves analyzing operational activities and assessing operational performance based on the Decision of the Director-General of Capture Fisheries in 2015 Number 20/KEP-DJPT/2015. The second is the Structural Equation Model (SEM) which was used to analyze the determinants of Bajomulyo's CFP performance on the regional economy. The results showed that the port operational activities such as production, value, and ship visits were volatile for the results of the performance assessment based on the guidelines set by the Director-General of Capture Fisheries in 2015. This shows that the operational performance of CFP Bajomulyo from January to September 2020 was successful. Furthermore, the results from the SEM analysis show that the regional economy is influenced by the variables of government policy and CFP performance. Therefore, the good local government policies in the development and management of the port and its performance can improve the regional economy of the Pati Regency.

Geographic Factors for Managing Cruise Ship Destination Port to Attraction Passenger Transfer in the Caribbean Region

Abstract. The Cruise Line industry (CLI) is working on plans to recover from the economic impacts of COVID-19. Along with the expected benefits of a post COVID19 surge in cruise tourism, destination ports have an opportunity to mitigate potential impacts that come with the tourist economy. In this study, we expand on our previous work on four CLI destination sites (two in the Caribbean and two meso-American) to a larger regional study area in the Caribbean Sea and investigate the sustainability of destination marine infrastructure and near port transportation resilience. Twenty- Eight destinations were analyzed in the study. All the CLI destinations ports in the study are considered mature for cruise tourism and have tourist attractions of interest (including historic, natural, shopping, and other areas with sociocultural authenticity), which can be reached during a one day ship visit. An analysis of the marine traffic and geographic settings provides a more complete picture on key parameters that can potentially impact the commerce and livelihoods of local communities near destination ports. The results of the study also provide potential solutions for mitigating these impacts. As a baseline for fully operational cruise industry in the Caribbean Sea, the 2019 cruise year was analyzed since it was the last full year without impact from COVID-19. This paper offers a wider empirical view of CLI impacts on the Caribbean region once the industry resumes to full capacity following the COVID-19 pandemic, and it presents results and recommendations to build a framework for continued study of CLI sustainability.

AUTOMATIC SHIP LOADING PLAN GENERATION

The purpose of this paper is to implement the optimization of container stowage plan problem for a container vessel for multiple ports using heuristic algorithm. The containers in the ship visit many different ports on their way to the ultimate destination. This work presents an implementation for the Stowage Planning Problem which raises in the ship industry when the planning for container vessel needs to be done. We have used the Greedy Approach to solve the problem. The approach is able to find a good solution for placement of container stowage. The problem's aim is to increase the total number of containers transported while lowering the penalty cost of re-handling operations.

AKSES TRANSPORTASI DALAM PENURUNAN BIAYA LOGISTIK KEPULAUAN BERBASIS KOMODITI UNGGULAN LOKAL

Smooth access to ships and ports can reduce logistics costs, therefore transportation is seen as the lifeblood of the regional economy. The decrease in logistics costs (B_L) is a function of ship visits (Call) with available loading and unloading capacity (Q_bongkar), unloading performance (K_B/M) is the ability and efficiency of the use of loading and unloading labor (TKBM) at the port including loading and unloading equipment. loading at a port in an area, the efficiency of logisticBL logistics transport costs can improve the transportation performance of the archipelago and this condition will have a derivative impact on the purchasing power of the people in the islands. The results of the study obtained parameters 0 = -1.102, 1 = 0.001046, 2 = 0.00005, 4 = + 08970, 4 = 0.000000 where the increase in logistics costs can affect Call, Q_bongkar, Performance_B/M, GRDP_unggulan, if B_L increases by 1% will have an impact also for all existing parameters. if performance_B/M = + 08970. then B_L has a fairly good correlation with improved loading and unloading performance at the port and has a significant effect on cargo which has a strong impact on price declines in encouraging purchasing power and economic growth

Subsidy design in a vessel speed reduction incentive program under government policies

AbstractAs a green port and shipping‐related policy, the vessel speed reduction incentive program (VSRIP) involves using a subsidy to induce ships to reduce their speed in a port area so that the emissions can be reduced at the port. However, this program may attract new ships to visit the port because of the subsidy; in this case, the port's profit will grow due to more ship visits, but its total emissions may also increase, which is counter to the original intention of the subsidy. The government could then intervene by providing part of the subsidy for the VSRIP or by collecting air emission taxes for the increased emission at the port. This paper studies how to design suitable subsidies for ships participating in a VSRIP. Two bilevel subsidy design models are formulated based on a Stackelberg game to maximize the port's profit (related to the profits from original and new ships, the subsidy provided by the port, and air emission taxes) and to minimize the government's cost (related to the damage cost of air emissions, the subsidy provided by the government, and air emission taxes). We determine which policy (including a sharing subsidy policy, no government intervention, and an air emission tax policy) should be implemented by the government in different cases and how much subsidy should be provided by the port under each government policy. We find that these decisions are affected by several practical factors, such as the damage cost of air emissions per ton of fuel and the subsidy sensitivities of original and new ships. We also outline several meaningful insights based on the analysis of these practical factors.