Tri Achmadi

Mitigating maritime disruptions: evidence from the Australian-Indonesian wheat supply chain

Maritime operations have global interface functions connecting supply chain networks on a transportation and distribution platform of international, regional, and domestic trade. These maritime operations have the potential capability to generate wide-scale disruptive effects to other tiers in the supply chain. This paper explains the many categories of risks, which may arise from natural disasters, strikes, interruptions of maritime services including terrorists, economic disruptions, infrastructure and inland accessibility, all of which may create disruptions in supply chains. Through an analysis of data collected from a telephone survey of wheat exporters and importers in Australia and Indonesia, factors causing maritime disruptions in wheat supply chains in these countries are identified. In addition, the findings from the survey also shed light on various effective strategies that mitigate the maritime disruption risks. Based on the analysis results and relevant literature, the paper then discusses the implications for the implementation of management systems intended to cope with maritime disruption risks.

Analyzing the National Logistics System through Integrated and Efficient Logistics Networks: A Case Study of Container Shipping Connectivity in Indonesia

Indonesia, as the world’s largest archipelagic country, should take into account the critical role of maritime transportation as a basic infrastructure for connecting inter-island economic activities. According to the National Logistics System, Indonesia should have its own international hub port in the future, thus this study is required to analyse the connectivity between main domestic ports and international hub ports in Indonesia. A heuristics approach is applied by combining the Feeder Network Design Problem and Multiple Commodity Network Flow Problem to create the optimum routes as well as to allocate the cargo by minimizing the total transportation costs. Two scenarios are conducted in the calculation, in the first scenario, we analyze all international containers of six main domestic ports (with Belawan), while the second scenario does not consider on the international containers in Belawan (without Belawan). The second case corresponds to directly delivering all international containers to Belawan, without considering these for the connectivity network. In conclusion, each route will have the fewer legs and shorter distances if the larger ship capacity used, consequently, the lower total shipping costs will be gained on these routes.

Port Location Selection Model: Case Study of Tourism Sector in Bali

We employ an integrated model to decide the location of the most optimum harbor infrastructure of tourism in determining the tourism attractiveness for destinations. This study identifies the factors that influence the tourists’ choice for destination and evaluates the tourists’ preference for destinations. A 4-level AHP model, consisting of 22 attributes on the 4th level, developed by Tzu-Kuang Hsu, was proposed and tested using data collected from tourists who visited Bali to establish the relative importance of pre-selected factors (criteria). By using fuzzy set theory and TOPSIS, the preference of 47 given destinations corresponding to each criterion can be evaluated and their final rankings can also be defined. Based on the results of this preference, ten alternative port locations were evaluated using Traveling Salesman Problem (TSP) models to find the travel package tours with a minimum duration that can be visited with a long period of time. The TSP model implemented in this study is expected to be able to integrate tourist destinations and transportation systems. The results of computation using the TSP model revealed that Benoa Harbor is the best place to dock for cruise ships based on the number and rank of the tourist preference for destinations that can be visited.

Study of Port Tariff Structure and Port Pricing Approach

In order to support National Logistics System continuity there are at least three (3) main components that should synergize well, namely the sea side (sea transport), the land side (hinterland transport) and the part that connects between the two (port). Port performance will greatly affect the performance of the national logistics system as a whole. One of the indicator of a countrys logistics performance evaluation is the ease of arranging shipments of goods at competitive prices (shipment). One of the components of logistics costs which become concern of many parties is the port costs, in order to support the national high logistics cost reduction, study related to the port tariff structure and its associated regulations is needed, especially a matter to formulate and determining policy related to pricing port services. The survey and analysis will be carried out in an attempt to identified the port tariff structure as basis to determining the port pricing model. Port tariff structure analysis include the Identification of port services and cost component (user and port operator point of view). Based on the analysis of transport logistics cost, the shipping cost contribute 48%, port cost 40% and hinterland cost 12%. The port cost on the container terminal, the stevedoring costs contribute 42%, followed by the cargodoring cost 58%. It takes further analysis for stevedoring tariff and tariff lift-on / lift-off container given a large contribution to the overall cost of loading and unloading at the port. Port pricing formulation problem associated with cost (competitiveness), performance (level of services) and value added (value added to the customer), so that the best approach for determinining port cost and tariff are: (1) the first best pricing approach is MC = MR = P, (2) the second best pricing approach is LRMC. We suggest that the pricing policy for ports where tariff formulation needs to consider the external factors (currency, rates, fuel price, minimum salary and etc) and differentiated based on the level of port service. Relevant quality level of port service factors are the time in port, and the punctuality of handling the vessel and its cargo. Port Tariff = f (Cost of Goods Manufactured (production unit cost), Margin, Level of Service (LS)) and Maximum Port Tariff = 1.25 % ofproduction unit cost .