Repost : Peliknya Tanjung Priok

11 07 2013

Banyak yang bilang bahwa Pelindo yang diuntungkan oleh kongesti di pelabuhan karena biaya penyimpanan barang. Saya rasa ini kurang tepat, dan RJ Lino menyampaikannya dengan cukup gamblang di artikel ini. Sejauh yang saya tahu juga, pendapatan utama operator pelabuhan memang dari jasa bongkar muat, jadi semakin tinggi throughput atau kontainer yang datang, operator semakin diuntungkan. Jika terjadi kongesti, dwelling time akan meningkat pesat dan mengakibatkan throughput kontainer menurun dengan signifikan. Jadi, kalau bicara soal kerugian, potential loss yang harus di tanggung oleh operator pelabuhan juga besar. Akhirnya, memang dibutuhkan kerelaan dari setiap stakeholder di pelabuhan untuk melepas ego masing-masing institusi supaya maslah kongesti di pelabuhan ini dapat teratasi.

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Proyek tol akses ke Pelabuhan Tanjung Priok, Jakarta yang belum selesai pengerjaannya, Jumat (31/5/2013). Pembangunan tol tersebut menyebabkan tersendatnya arus kendaraan. Kemacetan juga berdampak pada penurunan arus keluar masuk truk di Pelabuhan, dari rata-rata sebanyak 320 truk/jam menjadi hanya 280 truk/jam. | KOMPAS/HERU SRI KUMORO

Proyek tol akses ke Pelabuhan Tanjung Priok, Jakarta yang belum selesai pengerjaannya, Jumat (31/5/2013). Pembangunan tol tersebut menyebabkan tersendatnya arus kendaraan. Kemacetan juga berdampak pada penurunan arus keluar masuk truk di Pelabuhan, dari rata-rata sebanyak 320 truk/jam menjadi hanya 280 truk/jam. | KOMPAS/HERU SRI KUMORO

KOMPAS.com – Persoalan kemacetan di Pelabuhan Tanjung Priok tidak selesai juga. Pelabuhan terbesar di Indonesia ini berulang kali didera persoalan kemacetan. Tidak hanya kemacetan di jalan raya, tetapi juga kemacetan di pelabuhan.

Sejak pekan lalu, Pelabuhan Tanjung Priok yang menampung 65 persen kegiatan ekspor impor mengalami kemacetan akut. Kali ini kemacetan pada arus peti kemas. Ribuan peti kemas menumpuk, sedangkan ribuan lainnya terus berdatangan. Dampak dari pertumbuhan ekonomi cukup tinggi. Read the rest of this entry »

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Repost : Bobroknya Birokrasi Jalur Merah Bea Cukai di Pelabuhan

9 07 2013


Jika kita melihat penggalan cerita RJ Lino di artikel Transformasi IPC 1, bisa kita simpulkan bahwa memang bea cukai ini menjadi salah satu bottleneck produktivitas di pelabuhan, khususnya pelabuhan Tanjung Priok. Dulu mungkin masalah kinerja petugas bea cukai di gate ini tidak terlalu terekspos di media sehingga efek cambuk untuk memperbaiki diri kurang terasa. Sekarang, performa bea cukai di jalur merah sedang diekspos besar-besaran di media. Disaat traffic meningkat, performa bea cuka masih cenderung belum ada perubahan, akibatnya dwelling time menjadi tinggi, bahkan mencapai 9 hari (sebagai patokan, dwelling time di Singapura dan Rotterdam sekitar 1 hari). Akibatnya, para pengusaha menjerit karena menderita kerugian yang signifikan dan akhirnya mengadu pada media dan lembaga terkait. Saking parahnya masalah ini dan adanya saling lempar tanggung jawab, pejabat menteri keuangan bahkan harus turun langsung ke lapangan. Padahal ketika masalah gate di artikel sebelumnya, menteri keuangan cukup menelepon dirjen terkait saja dan masalah langsung bisa diatasi. Jika kondisinya seperti ini, bisa dibayangkan tekanan media yang sangat besar tertuju kepada direktorat ini. Setelah inspeksi mendadak yang dilakukan menteri keuangan, untuk saat ini, dirjen bea cukai membuka pelayanan sampai pukul 23.00 untuk mengurai masalah di jalur merah ini. Semoga kedepannya direktorat ini bisa menjadi lebih baik lagi, sehingga harus berurusan dengan media dan menteri keuangan hanya karena prestasi, bukan sebaliknya. Akan tetapi, tidak cukup hanya direktorat ini saja, semua stakeholder di pelabuhan juga harus tetap melakukan continuous improvement dan bekerja sama untuk memajukan perekonomian Indonesia.

Penjelasan tentang jalur merah dan proses impor disini dan disini

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Jakarta – PT Pelindo (Persero) mengungkapkan tingginya proses bongkar muat barang (dwelling time) di Pelabuhan Tanjung Priok disebabkan banyaknya kontainer yang masuk Jalur Merah (JM) di otoritas kepabeanan.
Dwelling time merupakan total waktu yang diperlukan sejak kontainer keluar dari kapal yang datang hingga keluar dari pintu area pelabuhan.

Sebenarnya seperti apa mekanisme di Jalur Merah tersebut? Apa masalahnya? Read the rest of this entry »





Infographic : Container Shipping

4 07 2013

Container Shipping by the Numbers

First of all, I am not promoting, but if you want to know the freight rates for the container shipping, you can try this website. I think it is very easy, and the most important thing, you can try it for free (although it will hide the freight rates of the past 2 months).

 

 

 





Protected: Containerized Maritime Terminals

29 03 2013

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Protected: Critical Factors For International Logistic Hub

28 03 2013

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Suez Canal vs Panama Canal

16 03 2013

This is an interesting article from bloomberg news, they said that the Maersk line has consider to abandon the panama canal route in order to get a bigger benefit from economies of scale of bigger ships using Suez canal route. This is a good information about the development in shipping line business.

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Maersk Line to Dump Panama Canalfor Suez as Ships Get Bigger

Maersk Line,  the world’s biggest container shipping company, will stop using the Panama Canal to transport goods from Asia to the U.S. East Coast as bigger ships help the company move them profitably through Suez Canal.

Maersk Line will send through Suez Canal a vessel that can carry as many as 9,000 20-foot boxes at a time, instead of using two 4,500-box-vessels through Panama Canal, Soeren Skou, chief executive officer, said in Singapore yesterday. The last sailing through Panama will be on April 7 and the first service through Suez will be a week later, the company said in an e-mail.

“The economics are much, much better via the Suez Canal simply because you have half the number of ships,” Skou said. “One of the reasons for why this is happening now is that the cost for passing through the Panama Canal has gone up. At the end of the day, it comes down to cost.”

Shipping companies, including Maersk Line and Neptune Orient Lines Ltd. (NOL), have cut costs, reduced speed of their fleet and sold some vessels to contend with freight rates that are below break-even levels. Copenhagen, Denmark-based Maersk Line, which is taking delivery in June of an 18,000 TEU vessel — the world’s biggest when it enters service — has said pressure on charges will remain this year.

The company finds it more cost-effective to send larger ships through the U.S., even if it meant the ships need to sail longer, Skou said.

“The practice of using bigger ships through Suez Canal rather than Panama Canal will likely be followed by other carriers,” said Bonnie Chan, a Hong Kong-based analyst at Macquarie Group Ltd. “This gives shipping companies a bit more flexibility in managing capacity.”

Suez Vs Panama

The number of container ships crossing the Suez Canal fell 12 percent to 6,332 in 2012, according to the waterway’s authority. A total of 17,225 ships of all types traveled the link between the Mediteranian Sea and the Gulf of Suez last year, data compiled by Bloomberg show.

The Panama Canal was used by 3,331 container ships last year, up from 3,253 in 2011, according to data on the canal authority’s website. There were 12,862 total crossings.

The distance from China, the manufacturing hub for companies such as Apple Inc., to the U.S. east coast via the Suez Canal is about 4 percent to 5 percent more on average, Skou said. For example, the distance from Hong Kong to Charleston is about 12,000 miles via Suez and 11,000 miles via Panama. From Singapore, it’s actually shorter via Suez than through Panama, the company said in the e-mail.

‘Deeply Concerned’

Fees for ships to go through the Panama Canal have tripled in the past five years to $450,000 per passage for a vessel carrying 4,500 containers, Skou said. In February, the Suez Canal Authority announced canal toll increases that would be effective from May, according to the Asian Shipowners’ Forum.

The group “is deeply concerned” about the potential impacts of this move, it said in a statement earlier this month.

A $5.25 billion expansion of Panama Canal, the waterway handling 5 percent of global trade, will open by June 2015, six months later than originally planned. The canal connects the Atlantic and Pacific oceans.

Six years after the Panama Canal began the expansion to capture shipments of Asian-made goods to the U.S. East Coast, the flow of liquefied natural gas in the opposite direction promises to be a better bet.

Shipments of the fuel, along with rising commodity and energy cargoes between the U.S., Latin America and Asia, are likely to provide the largest sources of demand growth when the project is complete in June 2015, according to Administrator Jorge Luis Quijano.

Shipping containerized goods, which generate most business for the 50-mile link, has yet to return to the same level as 2007, two years before the global economy had its worst recession since World War II.

Whether Maersk will use the Panama Canal after the expansion will depend on the economics, Skou said.

Source:

http://www.bloomberg.com/news/2013-03-11/maersk-line-to-dump-panama-canal-for-suez-as-ships-get-bigger.html





Types of Shipping Payment

12 03 2013

This is a good picture that shows the definition of FOB, CIF, etc in a way that easy to remember.

Freight type








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