Maritime Voice Indonesia Sept - Nov 2021 Edition by fbipublicationsmalaysia

September - November 2021

Maritime Voice Indonesia

Vol.2 No.3 September - November 2021

www.indomarinenews.com Published By : Indonesia

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BAGAIMANA KARIR MARITIM DIHARAPKAN UNTUK BERUBAH SETELAH COVID-19? HOW ARE MARITIME CAREERS EXPECTED TO CHANGE AFTER COVID-19? ADA RISIKO KEHILANGAN KETERAMPILAN PEMBUATAN KAPAL YANG TIDAK DAPAT KEMBALI SETELAH PANDEMI THERE IS A RISK OF IRREVERSIBLE LOSS OF ESSENTIAL SHIPBUILDING SKILLS POST PANDEMIC

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Masson Marine, as a leader in Marine Propulsion Technology, designs, manufactures in France and commisions a full range of marine gearboxes with hybrid systems, brakes whether integrated or external shaft lines and controllable or fixed pitched propellers. Our engineering team skilled with both marine and mechanical engineers achieves the best products designed for your specific needs. We are internationally renowned for over 110 years for the reliability and durability of our products. Masson Marine offers a wide range of high quality and high performance products adapted to all propulsion systems (Diesel, Gas, Electric). Our reduction gearboxes and propellers comply with the quality standards of all major brand engine manufacturers all over the world. Masson Marine is proud to provide a high-efficient marine propulsion system, helping ship owners and operators to optimize operation costs and reduce time for maintenance operation. A wide range of different ship types are propelled and served by Masson Marine : more than 28.000 Masson Marine gearboxes and 1.000 Controllable Pitch propellers on various ships that are operating around the world.

Masson Marine is committed to his customers and will do everything to fulfill its engagements. Products in development. 2018

Enlargement of the range W1900 series & W2900 2016 - 2017

Integration to Pont-a-Mousson Group (PAM) transfer of the company to Saint Denis Iessens. 1970’s

Establishment of the company in Courbevoie (near Paris) 1908

Integration to MAN/Renk group, as SEE (Societe Europeenne d’Engrenages) 1980’s

Integration to ZF Marine group as ZF Masson Development of the Controllable Pitch Propellers 2000’s

Establishment of the independent company Masson Marine SAS Integrated to Azimuth Group. 2006

Development of the first hybrid solution 2011

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KRI SEMARANG - 594

NAVAL SHIPBUILDING (LPD) LANDING PLATFORM DOCK “L PD (Landing Platform Dock) is a PT PAL Indonesia (Persero) naval military trademark which rendered to undergo either military or non military operations such as disaster relief and humanitarian assistance”.

KRI SAMPARI - 628

KRI TOMBAK - 629

NAVAL SHIPBUILDING KCR (KAPAL CEPAT RUDAL) 60M GUIDED-MISSILE FAST ATTACK CRAFT

PT PAL Indonesia (Persero) New Shipbuilding Maintenance, Repair & Overhaul General Engineering Submarine Technology & Development

“An agile seakeeping ship to patrol and to move quickly. It is also equipped with defensive capabilities to secure Indonesian maritime territory.”

EDITOR’S WORD EMBRACE SEPTEMBER

And the good news had finally reached our shores and this region. Indonesia have proudly achieved 30% of the population getting their first shots with Batam (The shipbuilding hub of Indonesia) and the capital of Jakarta announcing more than 60% full vaccination rates! Definitely good news for the shipbuilding industry as the workers could now work on projects with no disruptions! The localized lockdowns on target areas a month back worked wonders as the COVID cases were brought down drastically and hospitals were given more breathing space. Inoculations pace also picked up and in the next few months, the government is planning to vaccinate another 50 million in the next milestone, a good sign of how it plans to navigate out of the pandemic. In this edition we would be finding out more about how the pandemic have caused some “shipbuilding skills” to be lost and also how the pandemic have driven freight costs to record highs! With ASEAN progressively opening, the maritime sector in Indonesia is poised to claim some new shipbuilding projects and we are looking forward to the borders reopening soon in the final part of the year! Seeing you really soon! Susan Tricia Managing Editor

Maritime Voice Indonesia Digital Editions Available! Log on to: www.indomarinenews.com

Published By : Indonesia

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BERITA REGIONAL / REGIONAL NEWS

6 8 10 11

(BHS) : Pandemi Mendorong Harga Angkutan Laut Ke Rekor Tertinggi (ENG) : Pandemic Drives Sea Freight Prices to Record High (BHS) : LNG Singapura Bertujuan Untuk Membangun Fasilitas Ekstraksi Bahan Kimia Dan Gas (ENG) : Singapore LNG Aims To Build Facility Extracting Chemicals From Gas (BHS) : Adani India Menawarkan Diskon Untuk Kapal Berbahan Bakar LNG Di Pela buhan Mundra (ENG) : India’s Adani Offers Discount For LNG-Fuelled Vessels At Mundra Port (BHS) : Indonesia Mengubah Kapal Pelni Menjadi Rumah Sakit Isolasi Covid-19 (ENG) : Indonesia Converts Pelni Ship Into Covid-19 Isolation Hospital

BERITA DUNIA / WORLD NEWS 12 16

(BHS) : Dampak COVID Pada Lalu Lintas Kapal (ENG) : COVID Influence On Ship Traffic (BHS) : Terminal Kapal Pesiar Pertama Arab Saudi Diresmikan Di Jeddah (ENG) : Saudi Arabia’s First Cruise Ship Terminal Inaugurated At Jeddah

BERITA UTAMA / COVER STORY 17

(BHS) : Ada Risiko Kehilangan Keterampilan Pembuatan Kapal Yang Tidak Dapat Kembali Setelah Pandemi (ENG) : There Is A Risk Of Irreversible Loss Of Essential Shipbuilding Skills Post Pandemic

WAWASAN / INSIGHTS 20

(BHS) : Bagaimana Karir Maritim Diharapkan untuk Berubah Setelah Covid-19? (ENG) : How Are Maritime Careers Expected To Change After Covid-19?

ADVERTORIAL 24

(BHS): Memetakan Masa Depan Industri dengan Maps & Globes (ENG): Mapping The Industry’s Future With Maps & Globes

BERITA MERGER & AKUISISI / MERGER & ACQUISITIONS 14

(BHS) : Hyundai Heavy Industries Menghadapi Penundaan Atas Merger Dengan Daewoo Shipbuilding (ENG) : Hyundai Heavy Industries Facing Delays Over Daewoo Shipbuilding Merger

LAPORAN INTERNASIONAL / INTERNATIONAL REPORT 16

(BHS) : 5 Tahun Setelah Keputusan Atas Laut Tiongkok Selatan, Kehadiran Tiongkok Di Sekitar Filipina Tetap Bertumbuh (ENG) : 5 Years After South China Sea Ruling, China’s Presence Around Philippines Only Growing

INOVASI, TEKNOLOGI & TREN / INNOVATION, TECHNOLOGY & TRENDS 34

(BHS) : Kapal Hidrogen Terbang Pertama Merupakan Kenyataan! Siswa TU Delft Menuju Kejuaraan Dunia. (ENG) : The World’s First Flying Hydrogen Boat Is A Fact! TU Delft Students On To World Championships.

PERTAHANAN ANGKATAN & KEAMANAN LAUT / NAVAL DEFENCE & MARITIME SECURITY 36 38

(BHS) : Korea Utara Mengecam Inggris Atas Rencana Penempatan Kapal Perang Di Asia (ENG) : North Korea Criticises Britain For Plan To Deploy Warships In Asia (BHS) : Indonesia Melakukan Uji Coba Untuk Lst Kelas Teluk Bintani Ketiga (ENG) : Indonesia Commissions Third Teluk Bintuni-Class Lst

32 20

22 34

26 36

REGIONAL NEWS

Maritime Voice Indonesia

September - November 2021

Kontainer pengapalan terdiam di terminal Pelabuhan Long Beach, Los Angeles, California Shipping containers sit on the dock at a container terminal at the Port of Long Beach-Port of Los Angeles complex, California.

PANDEMI MENDORONG HARGA ANGKUTAN LAUT KE REKOR TERTINGGI

ONDON: Harga pengapalan peti kemas telah mencapai rekor tertinggi 18 bulan setelah pandemi virus corona yang mengganggu rantai logistik kelautan dan mendorong permintaan setinggi langit. “Kami pada dasarnya kehabisan kapal dan peti kemas kosong,” kata Alan Murphy, kepala Sea Intelligence kepada AFP. “Ada kekurangan besar peti kemas kosong, mereka ada di tempat yang salah, terjebak di pelabuhan dan tidak siap untuk dimuat di Asia.” Indeks Freightos Baltic, sebuah tolok ukur untuk jalur pengapalan utama, telah meningkat tiga kali lipat dalam setahun terakhir menjadi US$ 7.000 (€5.900) untuk perjalanan dari Tiongkok ke pesisir Barat Amerika Serikat. Perjalanan ke Eropa telah melebihi US$10.000, dibandingkan hanya US$1.600 pada periode yang sama tahun lalu. Murphy mengatakan situasi yang belum pernah terjadi sebelumnya memperparah masalah dalam 10 tahun terakhir, yang menurutnya “sangat buruk bagi jalur pelayaran.” Diganggu oleh kelebihan kapasitas di sektor tersebut, katanya perusahaan “mengalami kerugian setiap kali mereka memindahkan peti kemas.”

“PENURUNAN YANG TAK TERDUGA”

Pandemi COVID-19, yang pada awalnya membuat pengiriman global terhenti secara virtual, bukan pertanda baik bagi industri dan menyebabkan “penurunan permintaan yang tidak pernah terjadi”, Didier Rabattu, dari Lombard Odier Investment Managers. Namun hal ini tidak memperhitungkan tren di antara konsumen AS dan Eropa yang selama penutupan akses berhenti berbelanja di restoran dan teater atau berpergian dan malah menggunakan uang mereka untuk membeli barang-barang kebanyakan dari mereka diimpor dari Asia. “Bayangkan berapa banyak televisi yang dapat anda beli jika anda tidak pergi bermain ski selama seminggu bersama empat orang?” kata Paul Tourret, direktur Institut Tinggi Ekonomi Maritim (Higher Institute of Maritime Economics / ISEMAR) Prancis. Gangguan pada operasional bongkar muat, dari buruh yang sakit dan pembatasan COVID-19 hingga kejadian tak terduga seperti pengapalan yang menyebabkan penyumbatan di Terusan Suez di bulan Maret, hanya memperburuk tren. Akibatnya, pemilik kapal tidak pernah berada dalam kondisi yang lebih baik. Perusahaan pengemasan dan pengapalan yang berbasis di Marseille, CMA CGM misalnya, membukukan laba bersih lebih dari US$2 miliar hanya pada kuartal pertama tahun 2021, 40 kali lebih banyak dibanding tahun sebelumnya. Pesaingnya asal Denmark, AP Moller-Maersk mengumumkan laba bersih yang lebih tinggi sebesar US$2.7 miliar untuk tiga bulan pertama tahun ini – 13 kali lebih tinggi dibandingkan tahun lalu.

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“MENCAPAI PUNCAK”

“Memang benar bahwa pemilik kapal sedang menghasilkan banyak uang pada saat ini,” kata Tourret. “Namun itu juga merupakan cara bagi mereka untuk memperbarui armada mereka dan mempercepat program gas alam (LNG) mereka,” tambahnya. CMA CGM membuat pesanan pada bulan April untuk 22 kapal peti kemas, lebih dari setengahnya ditenagai oleh LNG. Transportasi kelautan merupakan “salah satu penghasil utama belerang dioksida”, kata para ahli di Prancis, menambahkan meskipun angka tersebut menguntungkan untuk setiap tonase yang diangkut, sektor tersebut tetap mengeluarkan tingkat CO2 yang “sebanding dengan Jerman”. Harga transport peti kemas bergantung pada tingkat permintaan, namun juga pada kemampuan pemasok untuk memenuhinya. “Apakah pemilik kapal memutuskan untuk mengobarkan perang dagang atau tidak adalah faktor utama,” kata Tourret. “Tidak ada dari mereka yang tertarik untuk menurunkan harga. Disiplin kolektif mereka hari adalah untuk tidak menjual,” tambahnya. Situasi ini bisa bertahan, kata Tourret, sebagian didorong oleh kebutuhan untuk mengangkut barang-barang yang mudah rusak. “Jika anda membawa barang-barang mudah rusak yang tidak akan bernilai jika tidak dipindahkan, berapa yang anda rela bayar?” tanyanya. Jean-Marc Lacave, pejabat eksekutif badan untuk profesional layanan kelautan Prancis, Armateurs de France, mengatakan bahwa dia tidak mengira halhal akan kembali normal sebelum kuartal pertama 2022. “Saya rasa kita telah mencapai puncak,” katanya. “Jika permintaan tetap meningkat, tidak ada risiko yang tidak signifikan bahwa harga akan naik lagi, namun kita kurang lebih sudah berada di puncak kurva,” tambahnya.

September - November 2021

REGIONAL NEWS

Maritime Voice Indonesia

PANDEMIC DRIVES SEA FREIGHT PRICES TO RECORD HIGH

ONDON: Container shipping prices have reached record highs about 18 months after the outbreak of the coronavirus pandemic that disrupted maritime logistics chains and drove demand sky-high. “We are basically running out of vessels and of empty containers,” Alan Murphy, head of the consultancy Sea Intelligence, told AFP. “There’s been a massive shortage of empty containers, they are in the wrong place, they are stuck in ports and not in Asia ready to be loaded.” The Freightos Baltic Index, a benchmark for major shipping routes, has more than tripled in a year to nearly US$7,000 (€5,900) for a trip from China to the west coast of the United States. A trip to Europe has exceeded US$10,000, compared with just US$1,600 at the same time last year. Murphy said the unprecedented situation compounded the troubles of the last 10 years, which he said had been “really bad for the shipping lines”. Blighted by overcapacity in the sector, he said the firms “were losing money every time they were moving a container”.

“UNPRECEDENTED DROP”

The COVID-19 pandemic, which initially brought global shipping to a virtual standstill, did not bode well for the industry and led to “an unprecedented drop in demand”, said Didier Rabattu, of Lombard Odier Investment Managers. But this did not account for the trends among US and European consumers who during lockdown stopped spending in restaurants and theatres or going on holiday and instead used their money to purchase material goods many of them imported from Asia. “Imagine how many televisions you can buy if you don’t go skiing for a week with four people?” said Paul Tourret, director of France’s Higher Institute of Maritime Economics (ISEMAR). Disruptions to loading and unloading operations, from dockers falling ill and COVID-19 restrictions to unforeseen events like the shipping backlog caused the blockage of the Suez Canal in March, have only exacerbated the trend. As a result, ship owners have never been in better shape. The Marseille-based CMA CGM container and shipping company for example posted a net profit of more than US$2 billion for the first quarter of 2021 alone, 40 times more than the previous year. Its Danish competitor AP Moller-Maersk announced an even higher net profit of US$2.7 billion for the first three months of the year - 13 times what it saw last year.

“REACHED A PEAK”

“It is true that ship owners are making a lot of money at the moment,” Tourret said. “But it is also a way for them to renew their fleets and accelerate their liquefied natural gas (LNG) programmes,” he added. CMA CGM placed an order in April for 22 container ships, more than half of which are LNG-powered. Maritime transport is “one of the main emitters of sulphur dioxide”, the French expert said, adding that although figures were favourable for each tonne transported, the sector nevertheless emitted levels of CO2 “comparable to Germany”. The price of container transport depends on the level of demand, but also on supply-side capacity to meet it. “Whether or not shipowners decide to wage a trade war is a major factor,” Tourret said. “None of them has any interest in driving prices down. Their collective discipline today must be not to sell out,” he added. The situation could last, Tourret said, driven in part by the need to transport perishable goods. “If you are carrying perishable goods that will be worth nothing if they don’t move, how much are you prepared to pay?” he asked. Jean-Marc Lacave, the executive officer of the body for France’s maritime service professionals, Armateurs de France, said he did not expect things to return to normal before the first quarter of 2022. “I think we have reached a peak,” he said. “If demand continues to rise, there is a not insignificant risk that prices could rise again, but we are more or less at the top of the curve,” he added.

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REGIONAL NEWS

Maritime Voice Indonesia

September - November 2021

LNG SINGAPURA BERTUJUAN UNTUK MEMBANGUN FASILITAS EKSTRAKSI BAHAN KIMIA DAN GAS

SINGAPORE LNG AIMS TO BUILD FACILITY EXTRACTING CHEMICALS FROM GAS Terminal impor gas alam cair Singapura di Pulau Jurong digunakan untuk mengimpor LNG, pengisian ulang, regasifikasi dan penyimpanan. (Foto: SLNG) The Singapore liquefied natural gas import terminal in Jurong Island is used for importing LNG, reloading and re-gasification and storage. (Photo: SLNG)

INGAPURA: LNG Singapura, operator terminal gas alam cair (LNG) negara tersebut, merancang fasilitas baru untuk mengekstrak bahan kimia dari bahan bakar super-dingin, dalam proyek yang dapat membantu meningkatkan keamanan energi pulau tersebut. Perusahaan tersebut mengatakan pada hari Rabu (28 Juli) bahwa mereka sedang bekerja sama dengan Keppel Infrastructure melalui anak perusahaan yang sepenuhnya dimiliki oleh Keppel Energy dan mitra industri lainnya di teknik dan perancang (front-end engineering and design / FEED) untuk fasilitas ekstraksi gas alam cair di terminal Pulau Jurong. Fasilitas tersebut akan menghilangkan hidrokarbon yang lebih berat seperti etana atau propana dari LNG, mencairkan mereka menggunakan energi dingin dari LNG dan mengantarkan bahan kimia ke Pulau Jurong sebagai bahan baku untuk produk petrokimia, kata SLNG dan Keppel Infrastructure dalam sebuah pernyataan bersama. Jika proyek tersebut berjalan, it akan memberikan Singapura lebih banyak fleksibilitas dalam jenis LNG yang dapat diimpor, yang pada gilirannya akan meningkatkan keamanan energi negara itu, kata perusahaan tersebut. Singapura bergantung pada gas alam “kering”, yang sebagian besar terdiri dari metana, tetapi dengan fasilitas baru, ia akan dapat mengimpor gas “kadar tinggi” yang memiliki hidrokarbon dalam jumlah kecil seperti etana, propana dan butana. “Proyek ekstraksi NGL memiliki potensial untuk meningkatkan daya saing dan keberlanjuta industri bahan kimia kami,” kata Ow Kai Onn, wakil presiden dan kepala bagian Bahan Kimia & Bahan di Dewan Pengembangan Ekonomi Singapura. Ini dilakukan “dengan membuka kunci bahan baku berbasis gas sebuah bahan bakar transisi energi yang penting dan memanfaatkan energi dingin dari terminal regasifikasi dari LNG yang ada untuk mengurangi konsumsi tenaga dan emisi karbon”, katanya. Perancangan diperkirakan akan memakan waktu 12 hingga 18 bulan, setelah itu para mitra akan memutuskan apakah akan melanjutkan pembangunan.

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INGAPORE: Singapore LNG, operator of the country’s liquefied natural gas (LNG) terminal, is designing a new facility to extract chemicals from the super-chilled fuel, in a project that could help boost the island’s energy security. The company said on Wednesday (Jul 28) it is working with Keppel Infrastructure through its wholly owned subsidiary Keppel Energy and another industry partner on front-end engineering and design (FEED) for a natural gas liquids extraction facility at the terminal in Jurong Island. The facility will remove heavier hydrocarbons such as ethane or propane from LNG, liquefy them using cold energy from the LNG and deliver the chemicals to plants on Jurong Island as feedstock for petrochemical products, SLNG and Keppel Infrastructure said in the joint statement. If the project went ahead, it would give Singapore more flexibility in the type of LNG it can import, which would in turn improve the country’s energy security, the companies said. Singapore relies on “lean” gas, which mostly consists of methane, but with the new facility it would be able to import “rich” gas which has small amounts of other hydrocarbons such as ethane, propane and butane. “The NGL extraction project has the potential to increase the competitiveness and sustainability of our chemicals industry,” said Ow Kai Onn, vice president and head of Chemicals & Materials at the Singapore Economic Development Board. This is done “by unlocking natural gas-based feedstock an important energy transition fuel and harnessing cold energy from the existing LNG regas terminal to reduce power consumption and carbon emissions respectively”, he said. The design work is expected to take 12 to 18 months, after which the partners will decide whether to go ahead with construction.

September - November 2021

Maritime Voice Indonesia

Freedom to sail like you always have

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REGIONAL NEWS

Maritime Voice Indonesia

September - November 2021

Pekerja menunggu kapal kargo berlabuh di Pelabuhan Mundra di negara bagian Gujarat, India barat Workers wait for a cargo ship to beach at Mundra Port in the western Indian state of Gujarat

ADANI INDIA MENAWARKAN DISKON UNTUK KAPAL BERBAHAN BAKAR LNG DI PELABUHAN MUNDRA

EW DELHI: Grup Adani akan menawarkan diskon 50 persen untuk kapal berbahan bakar gas alam cair (LNG) di Mundra, pelabuhan komersial terbesar India, menurut sebuah pemberitahuan yang dilihat oleh Reuters, saat negara tersebut berusaha untuk mengurangi emisi di bawah kebijakan pelabuhan ramah lingkungannya. Menggunakan LNG sebagai bahan bakar kapal memungkinkan pengurangan CO2 serta beberapa bentuk polusi lainnya dibandingkan dengan bahan bakar konvensional lainnya. “Pelabuhan akan menawarkan diskon 50 persen atas biaya pelabuhan, pemanduan dan penyewaan pelabuhan,” dalam pemberitahuan kepada pengapal, dikeluarkan oleh Pelabuhan Adani SEZ Ltd. Perusahaan tersebut, dikontrol oleh miliarder Gautam Adani, mengatakan skema pembebasan biaya akan berlaku pada perusahaan dengan mesin bahan bakar ganda yang menggunakan LNG sebagai bahan bakar utama. Skema tersebut akan berlaku selama enam bulan terhitung sejak 1 Agustus. Namun, pembebasan biaya pelabuhan tidak berlaku untuk kapal yang mengangkut kargo LNG serta menggunakan bahan bakar LNG, katanya. Pelabuhan Adani dan SEZ Ltd tidak dapat segera dihubungi untuk dimintai komentar.

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INDIA’S ADANI OFFERS DISCOUNT FOR LNG-FUELLED VESSELS AT MUNDRA PORT

EW DELHI: The Adani Group will offer a 50per cent discount on charges to liquefied natural gas (LNG)-fuelled ships at Mundra, India’s largest commercial port, according to a notice seen by Reuters, as the country seeks to cut emissions under its green ports plan. Using LNG to fuel ships allows a significant reduction in CO2 as well as of other forms of pollution compared with conventional shipping fuel. “Port will offer 50per cent discount on Port Dues, Pilotage and Berth hire charges,” the notice to shippers, issued by Adani Ports and SEZ Ltd, said. The company, controlled by billionaire Gautam Adani, said the waiver scheme will apply to vessels with dual fuel engines that use LNG as a primary fuel. The scheme will be valid for six months from Aug. 1. However, the waiver on port charges would not apply for vessels carrying LNG cargo and using LNG fuel, it said. Adani Ports and SEZ Ltd were not immediately available for comment.

September - November 2021

REGIONAL NEWS

Maritime Voice Indonesia

INDONESIA MENGUBAH KAPAL PELNI MENJADI RUMAH SAKIT ISOLASI COVID-19 Pihak berwenang mengkalim langkah itu akan membantu mengurangi tekanan pada fasilitas berbasis darat di Makassar saat virus tidak terkendali

Kapal penumpang Umsini binaan Meyer Werft Pelni telah diubah menjadi fasilitas isolasi Covid-19 di pelabuhan Makassar. Pelni’s Meyer Werft-built passengership Umsini has been turned into a Covid-19 isolation facility in the Indonesian port city of Makassar.

alah satu kapal antar pulau Pelayaran Nasional Indonesia (Pelni) telah direkrut untuk melawan Covid-19.Dengan penyebaran virus pada tingkat yang mengkhawatiran di seluruh kepulauan Indonesia yang luas, kapal kargo penumpang 14.500 gt milik perusahaan kapal milik negara Umsini (dibangun di tahun 1985) telah diubah menjadi fasilitas isolasi Covid-19 bagi orang yang telah dites positif. Kapal tersebut, dapat mengakomodir 1.600 penumpang, telah barlabuh di pelabuhan Makassar, Sulawesi Selatan untuk meringankan tekanan pada fasilitas medis berbasis darat. Provinsi tersebut dapat beberapa minggu terakhir telah mencatat 70.000 kasus Covid-19, dengan lebih dari 700 kasus baru dilaporkan per hari. Indonesia telah mencatat lebih dari 2,9 juta kasus dan 76.000 kematian. Total infeksi terlapor dalam negeri rata-rata mencapai 50.000 kasus baru per hari selama seminggu terakhir. Kepala Tim Gugus Tugas Covid-19 Sulawesi Selatan, Ridwan Amiruddin, mengatakan kepada media lokal bahwa menggunakan Umsini sebagai fasilitas isolasi diperlukan karena Indonesia memasuki “fase ekstrim penanganan pandemi Covid-19”. Asrama kelas ekonomi kapal tersebut telah diubah menjadi fasilitas dengan 804 tempat tidur yang berfungsi sebagai rumah sakit. Partisi telah dipasang untuk memisahkan pasien. Petugas kesehatan ditempatkan di kabin kelas satu kapal tersebut. Sebagai pengangkut penumpang terbesar di Indonesia, Pelni mengoperasikan armada besar dari kapal ropax hingga kapal kargo penumpang dan peti kemas. Umsini merupakan salah satu dari 24 kapal kargo penumpnag konvensional antara 6.000 gt dan 15.000 gt yang dibangun oleh perusahaan oleh pembuat kapal Jerman, Meyer Werft.

INDONESIA CONVERTS PELNI SHIP INTO COVID-19 ISOLATION HOSPITAL

Authorities claim move will help ease pressure on land-based facilities in Makassar as virus rages out of control

ne of Pelayaran Nasional Indonesia (Pelni)’s inter-island passenger ships has been drafted into the country’s battle against Covid-19. With the virus spreading at an alarming rate throughout the vast Indonesian archipelago, the state-owned liner and ferry company’s 14,500-gt passenger-cargo ship Umsini (built 1985) has been converted into a Covid-19 isolation facility for people who have tested positive for the virus. The vessel, which usually accommodates 1,600 berthed passengers, has been docked in the South Sulawesi port city of Makassar to ease pressure on land-based medical facilities. The province has in recent weeks

Asrama kelas ekonomi Umsini yang luas, yang dapat menampung ribuan penumpang dalam kepadatan tinggi yang terlihat dari sini, telah diubah menjadi fasilitas rumah sakit dengan 804 tempat tidur. The Umsini’s vast economy-class dormitories, which can house thousands of passengers in the high-density setting seen here, have been altered into an 804-bed hospital facility.

recorded more than 70,000 Covid-19 cases, with over 700 new infections reported on a daily basis. Indonesia has logged more than 2.9m cases and 76,000 deaths. Total reported infections for the country averaged out at 50,000 new cases per day over the past week. The head of the South Sulawesi Covid-19 task force team, Ridwan Amiruddin, told local media that using the Umsini as an isolation facility was required as Indonesia was entering an “extreme phase of Covid-19 pandemic handling”. The ship’s economy-class dormitories have been altered into an 804-bed facility that functions as a hospital. Partitions have been erected to separate patients. Healthcare workers are housed in the ship’s first-class cabins. As the largest transporter of passengers in Indonesia, Pelni operates a large fleet of vessels ranging from ropaxes to passenger-cargo and containerships. The Umsini is one of 24 conventional passenger-cargo ships of between 6,000 gt and 15,000 gt that were built for the company by German shipbuilder Meyer Werft.

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WORLD NEWS

Maritime Voice Indonesia

September - November 2021

DAMPAK COVID PADA LALU LINTAS KAPAL

alu lintas UE turun 10% di tahun 2020 karena pandemi COVID-19 : • Lalu lintas kapal menurun secara keseluruhan selama tahun 2020, di mana industri pelayaran yang paling terpengaruh • Impor ke UE dari negara-negara non-UE menurun 12,2% pada masa yang sama • Pangsa barang yang diangkut melalui laut di tahun 2020 sedikit meningkat di tingkat global Hampir satu per lima kapal yang berlayar dengan bendera negara anggota Uni Eropa (UE), dan UE menyumbang sekitar seperlima dari semua perdagangan maritim global. Namun, pada tahun 2020, lalu lintas kelautan UE secara keseluruhan menurun 10,2% sebagai akibat pandemi COVID-19. Tinjauan statistik yang dilakukan oleh Agensi Keselamatan Kelautan Eropa (European Maritime Safety Agency / EMSA) mengungkapkan lalu lintas kapal pesiar adalah yang paling terkena dampak, dengan penurunan lalu lintas 86% dibandingkan dengan tahun 2019. Namun, perjalanan dengan kapal seperti kapal curah, tanker bahan kimia, kapal peti kemas dan kapal tanker minyak hanya berkurang sekitar 5%. Selain itu, perdagangan lintas laut UE turun sebesar 9,3% di tahun 2020, penurunan yang lebih besar daripada rata-rata global sebesar 3,6% dan setara dengan kerugian sekitar 226 juta ton perdagangan yang ditangani oleh pelabuhan UE. Berdasarkan tinjauan data kepabeanan, penurunan volume perdagangan maritim yang paling signifikan adalah import dari negara non-UE ke UE, yang turun sebesar 12,2% pada tahun 2020. Perdagangan pengiriman antara Negara Anggota UE juga terkena dampak pandemi, menurun sebesar 7,1%. Ekspor melalui laut dari UE ke negara non-UE mengalami penurunan sebesar 4,3%. Namun, pangsa perdagangan dunia melalui laut di tahun 2020 meningkat tiga persen menjadi 88%, karena dampak pandemi lebih besar pada moda transportasi lain seperti udara, darat dan kereta api. Komisaris UE untuk Transportasi, Adina Vălean mengatakan “COVID-19 telah menyebabkan gangguan besar bagi pengirim, penyewa, awal kapal, staf darat, pelabuhan, serta rantai pasokan kami yang lebih luas di Eropa. Saat kami memfokuskan upaya kami untuk membangun kembali pasca-pandemi, penting bagi kami untuk mempunyai gambaran lengkap tentang dampak krisis terhadap industri strategis seperti pengapalan untuk memandu kebijakan kami dan meletakkan dasar bagi pemulihan penuh dan berkelanjutan”.

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Direktur Eksekutif EMSA, Maja Markovčić Kostelac, mengatakan: “Transportasi kelautan telah membuktikan ketahanannya selama pandemi, menjaga jalur pasokan vital tetap terbuka saat dunia sedang membatasi akses. Laporan kami menunjukkan untuk pertama kalinya dampak krisis COVID-19 terhadap transportasi di UE, dan kami berharap laporan ini akan menginformasikan upaya dan keputusan di tingkat kebijakan ini untuk memastikan pemulihan penuh untuk sektor vital ini”. Laporan ini didasarkan pada tinjauan komprehensif terhadap data yang tersedia, termasuk volume dan jenis perdagangan, angkutan kargo, data lalu lintas maritim dan indikator pelayaran lainnya. Artikel ini dibagikan atas izin EMSA. Agensi Keselamatan Kelautan Eropa (European Maritime Safety Agency / EMSA) merupakan badan desentralisasi UE, yang berbasis di Lisbon, Portugal. EMSA melayani kepentingan kelautan UE untuk sektor kelautan yang aman, terjamin, ramah lingkungan dan bersaiang, memberikan nilai bagi negara-negara anggota melalui dukungan untuk pencegahan dan penanggulangan polusi, pengawasan kelautan, keselamatan dan keamanan, digitalisasi dan penyediaan layanan kelautan yang terintegrasi, dan bantuan teknis.

September - November 2021

Maritime Voice Indonesia

Shaping Next Generation Mobility Control systems

Thruster systems

Transmissions

Electric drives

PROPULSION

Fixed pitch propellers and shaftline

ZF Marine supplies propulsion systems and components for vessels in a power range from 10 to 14,000 kW to customers including major shipyards and engine manufacturers worldwide. The application range includes motor yachts, defense craft, high-speed ferries, workboats and commercial vessels. ZF is dedicated to providing customers the best possible service, either onsite or at one of many technical service centers located around the world. Factory trained technicians, latest testing technology and the use of genuine spare parts ensure quality service and reliable local support at all times. For more information visit ZF.com/marine

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WORLD NEWS

Maritime Voice Indonesia

September - November 2021

COVID INFLUENCE ON SHIP TRAFFIC

U ship traffic fell by 10% in 2020 due to the COVID-19 pandemic : • Ship traffic decreased overall during 2020, with the cruise industry particularly affected • Imports into the EU from non-EU countries declined by 12.2% over the same period • Share of goods transported by sea in 2020 increased slightly at global level Nearly one in every five ships worldwide sails under a European Union (EU) Member State flag, and the EU accounts for approximately a fifth of all global maritime trade. However, during 2020, overall EU maritime traffic dropped by 10.2% as a result of the COVID-19 pandemic. A statistical overview performed by the European Maritime Safety Agency (EMSA) reveals cruise ship traffic was the most heavily impacted, with an 86% drop in traffic compared to 2019. However, journeys by vessels like bulk carriers, chemical tankers, container ships and oil tankers only decreased by approximately 5%. In addition, EU seaborne trade dropped by 9.3% in 2020, a larger decrease than the global average of 3.6%, and equivalent to a loss of approximately 226 million tonnes of trade handled by EU ports. Based on a review of customs data, the most significant decline in maritime trade volumes was in imports into the EU from non-EU countries, which fell by 12.2% in 2020. Shipping trade between EU Member States was also affected by the pandemic, decreasing by 7.1%. Sea-borne exports from the EU to non-EU states experienced a lower decrease of 4.3%. However, the share of all world trade carried by sea in 2020 increased by three percentage points to 88%, as the effects of the pandemic had a greater impact on other modes of transport like air, road and rail. The EU Commissioner for Transport, Adina Vălean said: “COVID-19 has caused profound disruptions for Europe’s shippers, charterers, shipowners, crews, onshore staff, ports, as well as our broader trading patterns and supply chains. As we focus our efforts on building back better post-pandemic, it is essential for us to have a full picture of the crisis’ impact on strategic industries such as shipping so as to guide our policies and lay the foundations for a full and sustainable

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recovery”. The Executive Director of EMSA, Maja Markovčić Kostelac, said: “Maritime transport has proved its resilience throughout the course of the pandemic, keeping vital supply lines open while the world went into lockdown. Our report shows for the first time the impact that the COVID-19 crisis has had on maritime transport in the EU, and we hope it will inform efforts and decisions at policy level to ensure a full recovery for this vital sector”. The report is based on a comprehensive review of available data, including trade volumes and type, cargo freights, maritime traffic data and other shipping indicators. This article is shared by courtesy of EMSA. The European Maritime Safety Agency (EMSA) is a decentralised agency of the EU, based in Lisbon, Portugal. EMSA serves the EU’s maritime interests for a safe, secure, green and competitive maritime sector, delivering value for member states through support for pollution prevention and response, maritime surveillance, safety and security, digitalisation and the provision of integrated maritime services, and technical assistance.

September - November 2021

Maritime Voice Indonesia

ALUMINIUM ALLOY PRODUCTS

Aerodynamic Metals Pte Ltd, is one of the leading Stockist and distributor of Aluminium Alloy products for its reliable, efficiency and commitment to quality. Our extensive ranges of products for Aluminium Alloy on Sheet, Plate and Extrusion comes in the specification of ( A1050, A1100, A2014, A2017, A2024, A3003, A5005, A5052, A5083, A5086, A5383, A5754, A6061, A6082, A7022, A7050, A7075, MIC 6 & Etc ). Aerodynamic Metals Sales team is well trained to assist you in all your enquiries. Their wide array of products caters to the Marine, Shipbuilding, Semiconductor, Automation OEM, Automotive Components, Aerospace MRO and Manufacturers and many other sectors. As part of their customisation services, they added valued by employing CNC Circular Precision Saw, CNC Underwater Plasma, CNC Waterjet Cutting according to the dimensional requirement of their customers. With more than 20 years experience in this field, Aerodynamic Metals continue to focus on developing their dynamic service team the capabilities and experience needed to facilitate today demand for proficiency, cost competitiveness and quick response time in global supply chain management. For more information of Aerodynamic Metals company and products please contact at : +65 9720 7434 www.aerodynamicmetals.com zenco@aerodynamicmetals.com www.indomarinenews.com

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September - November 2021

TERMINAL KAPAL PESIAR PERTAMA ARAB SAUDI DIRESMIKAN DI JEDDAH

rab Saudi menyaksikan peluncuran terminal kapal pesiar pertama negara itu di Pelabuhan Islam Jeddah oleh Otoritas Pelabuhan Saudi (Mawani) bekerja sama dengan perusahaan Saudi Cruise. Peresmian terminal kapal pesiar baru dilakukan menjelang peluncuran kapal pesiar pertama dari Arab Saudi, kapal raksasa ‘Bellisima’. Kapal tersebut berangkat dari Pelabuhan Jeddah Islamic menuju destinasi turis di Jordan dan Mesir pada hari Kamis. Terminal baru, mampu mengakomodir hingga 2.500 penumpang, sudah berubah menjadi kesepakatan yang menguntungkan bagi negara tersebut. MSC Cruises telah menandatangani kesepakatan lima tahun bersama Saudi Cruise untuk hak berlabuh terdahulu di terminal, untuk memperluas pariwisata lokal dan operasi pelayaran di Laut Merah serta Teluk Arab. Pembangunan terminal penumpang baru datang dalam waktu singkat hanya 6 bulan sejak berdirinya perusahaan Saudi Cruise. Pengumuman tersebut dibuat untuk meluncurkan perusahaan di konferensi Inisiatif Investasi Masa Depan (Future Investment Initiative) di Riyadh, untuk memberdayakan sektor pariwisata di kerajaan dan di sepanjang pesisir Laut Merah. Fawaz Farooqi, Direktur Utama Saudi Cruise, mengatakan, “Kami menargetkan untuk menciptakan 50.000 lapangan kerja pada tahun 2025, meningkatkan kapal pesiar, meresmikan pelabuhan tambahan di samping Pelabuhan Jeddah Islamic, dan mencapai 1,5 juta pengunjung setiap tahunnya pada tahun 2028,” katanya tujuan yang hendak dicapai oleh usaha tersebut di masa yang

akan datang. Pada acara tersebut, Omar Hariri, Presiden Otoritas Pelabuhan mengatakan bahwa lokasi strategis Pelabuhan Jeddah Islamic selaras dengan kegiatan wisata di Timur Tengah dan Afrika, membuatnya pilihan yang tepat untuk membangun terminal kapal pesiar negara tersebut. Terminal kapal pesiar baru diharapkan dapat meningkatkan kontribusi Pelabuhan Jeddah Islamic untuk mempercepat pertumbuhan ekonomi bangsa dan membantu ‘Visi Saudi 2030’.

SAUDI ARABIA’S FIRST CRUISE SHIP TERMINAL INAUGURATED AT JEDDAH

audi Arabia witnessed the launching of the country’s first cruise ship terminal at the Jeddah Islamic Port by the Saudi Ports Authority (Mawani) in collaboration with the Saudi Cruise company. The inauguration of a new cruise ship terminal comes just ahead of the launch of the first cruise from Saudi Arabia, the giant vessel ‘Bellisima’. The ship departed the Jeddah Islamic Port for tourist destinations in Jordan and Egypt on Thursday. The new terminal, capable of accommodating up to 2500 passengers, is already turning into a profitable deal for the nation. MSC Cruises has signed a five-year agreement with Saudi Cruise for preferential berthing rights at the terminal, to expand local tourism and cruise operations in the Red Sea and Arabian Gulf. The development of the new passenger terminal comes within a short span time of just 6 months after the establishment of the Saudi Cruise Company. The announcement was made to launch the company at the Future Investment Initiative conference in Riyadh, to empower the tourism sector in the kingdom and along the Red Sea coast.

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Fawaz Farooqi, Managing Director of Saudi Cruise, said, “We’re targeting creating 50,000 job opportunities by 2025, increasing cruise ships, inaugurating additional ports beside Jeddah Islamic Port, and reaching 1.5 million visitors annually by 2028,” as he cited the goals that the venture is expected to achieve in the future. At the event, Omar Hariri, General Authority of Ports President said that the strategic location of the Jeddah Islamic Port aligned to embolden tourist activities in middle-east and Africa, making it a perfect choice for building the country’s first cruise ship terminal. The new cruise ship terminal is expected to boost the contributions of Jeddah Islamic Port to the accelerated economic growth of the nation and aiding the ‘Saudi Vision 2030’.

September - November 2021

Maritime Voice Indonesia

COVER STORY

ADA RESIKO KEHILANGAN KETERAMPILAN PEMBUATAN KAPAL YANG TIDAK DAPAT KEMBALI SETELAH PANDEMI

ecara khusus, pembuat kapal Jerman lebih dominan dalam sektor pembuatan kapal pesiar serta pembuataan kapal angkatan laut yang didukung oleh program pemerintah. Bahkan sebelum pandemi, pesanan di sub-segmen seperti kapal RoRo dan kapal feri besar sebagian besar dikirim ke Asia, meskipun spesialisasi terbukti, karena disrupsi persaingan yang besar, kata Asosiasi Pembuatan Kapal dan Teknologi Kelautan Jerman (German Shipbuilding and Marine Technology Association / VSM). Namun , karena pandemi menghancurkan permintaan sektor pembuatan kapal pesiar, kurangnya pesanan dari sektor pengapalan lain mulai terungkap, menunjukkan ketergantungan yang berlebihan terhadap konstruksi kapal pesiar. Asosiasi tersebut mengatakan bahwa galangan kapal bukan satu-satunya yang terpengaruh, namun seluruh dari rantai pasokan. Di Jerman, ada sekitar 2.800 perusahaan dan 200.000 pekerja yang aktif di pembuatan kapal dan teknologi kelautan. Sebagaimana dijelaskan, perusahaan menengah di Jerman tidak memiliki peluang melawan disrupsi persaingan, terutama, dari subsidi pemerintah di negara-negara pembuat kapal besar Asia, seperti Korea Selatan dan Tiongkok. “Industri pembuatan kapal Eropa telah kehilangan pangsa pasarnya selama beberapa dekade karena persaingan bersifat predator di Asia, ditambah dengan

Uwe Lauber, CEO MAN Energy Solutions, percaya bahwa perusahaan Jerman perlu memanfaatkan pengetahuan mereka di seluruh rantai nilai dan memanfaatkan kesempatan yang dihadirkan oleh transformasi industri kelautan yang akan datang sejalan dengan tujuan lingkungan IMO. “Kita harus menggunakan teknologi yang tersedia untuk mencapai tujuan iklim dengan cepat – melalui instrumen investasi dan pembiayaan untuk membuat armada yang modern, efektif, ramah lingkungan dan netral iklim di dan untuk UE,” katanya. Meskipun sektor pembuatan kapal angkatan laut Jerman tidak terlalu terpengaruh oleh pengembangan ini, dalam jangka menengah, asosiasi khawatir dampak pandemi tetap akan dirasakan di sini, karena utang nasional yang meningkat dalam menangani krisis akan membatasi investasi publik. Ini dapat berdampak pada proyek pembelian keperluan oleh Angkatan Laut Jerman serta permintaan ekspor yang penting bagi kami dan mengamankan kapasitas. Untuk semua alasan ini, VSM telah meminta UE untuk memulai diskusi mendasar tentang perkembangan pasar pembuatan kapal.

Sebuah perusahaan pembuatan kapal di Jerman. Pembuat kapal terguncang dari efek pandemi. A shipbuilder in Germany. Shipbuilders have been reeling from the effects of the pandemic.

adanya subsidi besar-besaran, dan Eropa tidak menindaklanjuti hal tersebut. Maka dari itu pertanyaannya adalah apakah industri pembuatan kapal sipil di Jerman dan Eropa mampu bertahan secara signifikan dalam sepuluh tahun kedepan,”kata Bernard Meyer, Direktur Utama Meyer Werft GmbH & Co.

Asosiasi percaya bahwa keterampilan teknologi dan industri masih tersedia untuk memimpin industri pembuatan kapal di Jerman menuju masa depan yang sukses. Namun, jika disrupsi persaingan selama beberapa dekade terus berlangsung tanpa ada respon yang konsisten di tingkat nasional dan Eropa, maka hilangnya substansi dalam industri akan susah diubah di tahun-tahun mendatang. “Uni Eropa memiliki pasar kelautan terbesar di dunia. Geografi benua kita menyediakan aktivitas perekonomian yang berlimpah di atas dan di bawah air. Itulah sebabnya kami di Eropa memiliki kekuatan untuk secara optimal menggunakan seluruh jajaran kemampuan kelautan kami untuk pertumbuhan dan keberlanjutan. Namun untuk ini, kami membutuhkan restrukturisasi mendasar dari kondisi kerangka kerja untuk pembuatan kapal Eropa sehingga akhirnya dapat menciptakan persaingan yang adil,” Reinhard Lüken, Managing Director of VSM, menyimpulkan.

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COVER STORY

Maritime Voice Indonesia

September - November 2021

THERE IS A RISK OF IRREVERSIBLE LOSS OF ESSENTIAL SHIPBUILDING SKILLS POST PANDEMIC

pecifically, German shipbuilders have been predominantly active in the cruise shipbuilding and large yacht building sectors as well as naval shipbuilding supported by governmental programs. Even before the pandemic, orders in sub-segments such as RoRo ships and large ferries went mainly to Asia, despite proven specialization, due to massive distortions of competition, the German Shipbuilding and Marine Technology Association (VSM) said. However, as the pandemic crushed the demand in the cruise shipbuilding sector, the lack of ordering from other shipping sectors has been exposed, revealing high dependency on the cruise ship construction. The association said that shipyards were not the only ones affected, but the entire value chain. In Germany, around 2,800 companies and around 200,000 employees are active in shipbuilding and marine technology. As explained, German medium-sized companies had no chance against the massive distortions of competition, in particular, from governmental subsidies in major Asian shipbuilding nations, such as South Korea and China. “The European shipbuilding industry has been losing market share for decades because of predatory competition in Asia, coupled with massive subsidies, and Europe is not doing anything about it. That is why the question is now whether the civil shipbuilding industry in Germany and Europe will be able to survive to a significant extent in ten years’ time,” Bernard Meyer, Managing Director of Meyer Werft GmbH & Co. said. Uwe Lauber, CEO of MAN Energy Solutions, believes German companies need to avail of their know-how across the entire value chain and seize on the opportunities presented by the impending transformation of the maritime industry in line with the IMO environmental goals. “We have to use the existing technological lead to quickly reach the climate goals through investment and financing instruments for the construction of a modern, effective, environmentally and climate-neutral fleet in and for the EU,” he said.

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Even though the German naval shipbuilding sector has not been greatly affected by these developments, in the medium-term, the association fears the effects of the pandemic could be felt here too, since the increasing national debt in the course of dealing with the crisis will restrict public investment. This could impact the necessary procurement projects of the German Navy as well as the export demand that is important for us and that secures capacity. For all these reasons, VSM has called on the EU to launch a fundamental discussion on the developments in the shipbuilding market. The association believes extensive technological and industrial skills are still available to lead the shipbuilding industry in Germany into a successful future. If, however, the decades of distortion of competition continue without a consistent response at the national and European level, the loss of substance in this industry could prove irreversible in the years to come. “The European Union has the largest single maritime market in the world. The geography of our continent provides for an abundance of economic activities on and under the water. That is why we in Europe have the power to optimally use our entire range of maritime capabilities for growth and sustainability. But for this, we need a fundamental restructuring of the framework conditions for European shipbuilding so that a level playing field can finally be created,” Reinhard Lüken, Managing Director of VSM, concluded.

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International group which is engaged in the maritime sector, especially in the shipyard sector with a main focus including ship design, Ship Building, Ship Repair, Marine Services and Ship Spare Parts Sales. PT Patria Maritim Perkasa was founded in 2005 and located in the sagulung village, Sei Lekop, Batam Island.

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ship building

PT Patria Maritim Perkasa has an area of not less than 14 hectares with a coastline of 200 meters and depth 6 meters with complete facilities such as 7 units crawler cranes with capacity up to 200 tons, 2 workshop with gantry cranes up to 25 tons,

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INSIGHTS

Maritime Voice Indonesia

September - November 2021

Pelaut yang bahagia! Happy seafarers!

BAGAIMANA KARIR MARITIM DIHARAPKAN UNTUK BERUBAH SETELAH COVID-19

ovid-19 telah mengungkapkan inefisiensi terbesar dalam cara industri kelautan menangani dan melindungi pelaut. Dengan laporan dimana adanya pelaut yang terdampar, bagaimana masa depan karir di sektor ini akan terpengaruh? Dan apakah risiko industri ini akan mengalami kesulitan dalam rekrutmen? Karir kelautan sangat terpukul oleh Covid-19, di mana banyak rekrutan baru yang diberhentikan pada saat masa awal pandemi. Selain itu, diperkirakan ada sekitar 400.000 peluat yang tidak dapat kembali ke rumahnya sejak tahun 2020 sebagai akibat langsung dari pandemi. Banyak yang terpaksa tinggal di atas kapal mereka selama lebih dari 11 bulan, masa maksimum peluat diperbolehkan untuk bertugas di bawah Konvensi Buruh Kelautan (Maritime Labour Convention). Ini bukalah iklan yang terbaik bagi karir kelautan. Namun, seburuk situasinya, ada pandangan bahwa itu tidak separah yang ditakuti pada awalnya. Dan dukungan pemerintah menjadi penyelamat bagi industri ini. “Bisnis turun secara keseluruhan. Akan aneh jika tidak. Namun ia bukan seperti penurunan yang kita takuti,” kata Phil Parry, salah satu pendiri spesialis rekrutmen pengapalan Spinnaker Global yang berbasis di Inggris. “Ketika kami melihat lebih dalam pada akhir bulan Maret 2020, kami sangat khawatir kalau kami akan segera kehabisan uang dalam beberapa bulan kedepan. Namun kami, sama dengan banyak pelanggan kami, secara besar-besaran menguasai kendali kas; dan banyak terbantu oleh skema cuti CJRS. “Tanpa itu, saya merasa banyak dari pelanggan kami akan mengalami kerugian.” Namun demikian, industri kelautan kemungkinan akan merasakan dampak yang berkelangsungan dari pandemi.

MASALAH KARIR TINGKAT PEMULA

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Taruna pelaut dan pelaut paling menderita dari penurunan keseluruhan aktivitas kelautan. Parry juga merupakan wali dari Maritime London, yang menawarkan beasiswa bagi taruna pelaut. Dia mengatakan bahwa ada peningkatan yang nyata dalam jumlah taruna yang putus sekolah. “Kami kehilangan peserta pelatihan dari sisi pelayaran, dan anda juga harus bertanya-tanya pemikiran apakah akan terjebak di atas kapal lagi jika terjadi penutupan akses, atau jika terjadi pandemi lagi, akan membuat orang pergi,” kata Parry. “Saya tidak berpikir bahwa itu akan membuat orang keluar dari industri berbasis tepi laut. Namun ia akan membuat orang tidak berminat pada bagian pelayaran. Dan kami telah mendengar sejumlah pelaut yang pensiun dini semenjak pandemi. Jadi saya berpikir kalau ini akan mempengaruhi pelaut. “Mungkin berlebihan untuk mengatakan adanya ‘kekurangan’’, tetapi ia pasti akan berdampak pada pasokan.” Parry memprediksi situasi akan tetap sama di tahun 2021. Kurangnya rekrut baru dari tahun 2020 hingga 2022 diperkirakan akan menciptakan kekosongan pengalaman selama dua tahun yang akan dirasakan di thaun-tahun mendatang. Mungkin juga akan ada lebih banyak persaingan di antara kaum muda untuk mendapatkan pekerjaan ketika situasinya mulai pulih. Situasi serupa terjadi setelah krisis keuangan di tahun 2018. Dan sementara pandemi Covid-19 menghadirkan serangkaian keadaan yang sama sekali berbeda, beberapa kesamaan dapat mengindikasikan apa yang ada di hadapan. “Lubang [dalam pengalaman] itu akan terus bergerak naik melalui pasar,” tambah Parry. “Di tahun 2009 – 2010, kita melihat hanya sedikit perekrutan peserta pelatihan dan khususnya untuk karyawan penyewaan dan operasional komersial. Itu berarti kita hanya memiliki beberapa orang saja dengan pengalama sepuluh ataupun sebelas tahun.” “Anda akhirnya hanya mendapatkan orang dengan delapan tahun pengalaman atau yang berpengalaman tiga belas tahun untuk mengisi kekosongan tersebut. Jadi, sulit untuk mendapatkan orang dengan pengalaman operasional komersial yang tidak terlalu senior, dan juga tidak terlalu junior. Dan kita akan mengalami dampak yang sama lagi. “Kini menjadi sulit untuk mengisi kekosongan tersebut. Kemudian menciptakan pasar yang dipimpin oleh kandidat, di mana akan berdampak terhadap dua hal. Entah itu berarti lowongan tersebut tidak akan terisi untuk waktu yang lama. Atau berarti gaji menjadi naik untuk kelompok tersebut. Jadi,kabar baik bagi mereka yang memiliki tingkat pengalaman yang pas atau tetap di atasnya, namun kabar buruk bagi pemberi kerja.”

September - November 2021

Maritime Voice Indonesia

INSIGHTS

Insinyur kapal sangat penting bagi sebuah kapal Ship engineers are crucial to a ship

GAMBAR YANG LEBIH BESAR

MASA DEPAN PELATIHAN KEKUATAN

Sementara perekrutan tingkat junior secara virtual hampir tidak ada selama pandemi, ada permintaan untuk personel yang berpengalama, seperti di operasional curah kering. Pelamar untuk tingkat yang lebih tinggi juga dicari. “Di tengah-tengah ini, saya akan mengatakan bahwa pasar sedang tertekan. Tidak mati total, namun tertekan. Jadi hanya berada di tingkat menengah. Namun di tingkat senior, perekrutan tingkat dewan dan eksekutif, kami masih sangat sibuk,” kata Parry. “Banyak yang merupakan kepala eksekutif, orang keuangan, , anggota pengawakan; dan juga anggota manajemen armada, serta klasifikasi.” Pada akhirnya, industri kelautan diperkirakan tidak akan mengalami kekeringan rekrutmen jangka panjang. Namun virus corona dapat memiliki dampak berkepanjangan pada area yang vital seperti pelatihan. “Akan selalu ada aliran stabil yang masuk ke industri. Begitulah anda melatih dan mengelola orang-orang tersebut; begitulah cara anda menjaga-jaga mereka,” kata Richard Turner, CEO Tapiit Live, penyedia sesi pelatihan streaming langsung interaktif bagi pelaut. “Kamu ingin membawa orang melalui proses yang benar. Anda ingin mengelola mereka, melatih mereka dan anda juga ingin dia bisa menetap di industri. Anda mengingini karir masa depan, anda ingin [orang] pergi ke sisi tepi laut setelah itu. Dan apa yang dilakukan oleh pandemi seperti adalah mengakhirinya lebih cepat. “Ini merupakan industri yang berbahaya. Jadi, anda butuh orang anda untuk berhasil, anda perlu melatih mereka dengan cara yang benar.”

Bagi rekrutan baru yang beruntung dapat mempertahankan pekerjaan mereka, penjagaan jarak sosial dan penutupan kantor telah membuat pelatihan lebih sulit dalam masa pandemi. Turner meragukan pelatihan di ruang kelas bagi sektor kelautan akan kembali ke tingkatan sebelum pandemi, menambahkan juga kalau 50% dari perusahaan yang menyediakan jasa tersebut telah tutup semenjak Maret 2020. “Orang telah melihat apa yang dapat mereka lakukan secara daring, mereka dapat melakukan e-learning. Jadi saya pikir bahwa ruang kelas kemungkinan besar akan ditinggalkan karena biaya dan dampak lingkungan,” saran Turner. “Jelas, akan selalu ada pelatihan yang harus dilakukan di ruang kelas – elemen yang lebih praktikal. Namun pada saat ini, semua itu sedang didominasi oleh portal dan platform pelatihan daring.” Salah satu konsekuensi berkepanjangan dari virus corona adalah adopsi panggilan video secara luas. Penggunaannya telah meningkat secara dramatis sebagai akibat langsung dari pandemi, di mana bisnis dipaksa untuk beradaptasi. Inovasi yang cukup baru adalah personel kelautan menerima pelatihan melalui platform streaming langsung. Cara ini menghapus biaya perjalanan, melindungi peserta dari Covid-19 serta memfasilitasi interaksi dengan ahli, yang tidak selalu tersedia pada pelatihan daring. Ditemukan di akhir tahun 2019, Tapiit Live telah memimpin inovasi ini, berkat kemitraan dengan perusahaan satelit Inmarsat. Turner mengatakan bahwa Covid-19 telah mempercepat implementasi teknologi streaming langsung di atas kapal. Kemampuan yang sebelumnya diperkirakan akan ada dalam satu dekade ke depan. “Orang ingin gaya di kelas di mana mereka dapat berinteraksi dengan presenter pelatihan, mereka dapat megajukan pertanyaan secara langsung,” katanya. “Kami memiliki tiga kamera, presenter, sesi interaktif di mana orang-orang bergabung dalam percakapan. “Kami menghubungkan rekan kerja di rumah yang sedang dalam masa cuti dengan orang-orang yang sedang ada di atas kapal. Mereka memiliki pelatihan interaktif bersama-sama. Batasan kami sekarang bertumbuh setiap hari.”

www.indomarinenews.com

INSIGHTS

Maritime Voice Indonesia

September - November 2021

HOW ARE MARITIME CAREERS EXPECTED TO CHANGE AFTER COVID-19?

ENTRY-LEVEL CAREER TROUBLES

ovid-19 has brought to light huge inefficiencies in the way that the maritime industry handles and safeguards seafarers. With gruelling reports of stranded workers still coming to light, how will future careers in the sector be affected? And does this industry risk going through a recruitment drought? Maritime careers have been hard hit by Covid-19, with many new recruits made redundant shortly after the pandemic started. In addition, an estimated 400,000 seafarers were unable to return home during 2020 as a direct result of the pandemic. Many were forced to stay aboard their vessels for more than 11 months, the maximum period seafarers can serve without leave under the Maritime Labour Convention. This was hardly the best advertisement for a maritime career. However, as bad as the situation has been, there is a view that it hasn’t been quite as dire as initially feared. And government support has thrown the industry a lifeline. “Business is down overall. It would be bizarre if it wasn’t. But it’s not been the car crash that we feared,” says Phil Parry, co-founder of UK-based shipping recruitment specialists Spinnaker Global. “When we were staring into the abyss at the end of March 2020, we were very concerned that we would run out of cash within a couple of months. But we, like a lot of our clients, have massively got on top of cash control; and have been massively helped by the CJRS furlough scheme. “Without that, I think a lot of our clients would have probably either gone under or into loss-making territory.” Nevertheless, the maritime industry is likely to feel long-term repercussions from the pandemic.

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Sea cadets and seafarers have suffered the most from the overall drop in maritime activity. Parry is also a trustee of Maritime London, which offers scholarships for seafaring cadets. He says there has been a noticeable rise in the number of cadets dropping out. “We’re losing trainees from the seagoing side of things, and you have to wonder whether the thought of being stuck on board ships if we ever go into another lockdown, or another pandemic happens, will put people off,” says Parry. “I don’t think it will put people off the shore-based industry. But it could put people off the seagoing side of shipping. And we’ve heard of a number of early retirements as well for seafarers during the pandemic. So I think it’s bound to impact seafarers. “It would probably be overblown to say a ‘shortage’, but it certainly will impact supply.” Parry predicts the situation will remain largely the same in 2021. This lack of new recruits from 2020 until 2022 is expected to create a two-year hole in experience that will be felt in the years ahead. It’s also likely there will be more competition amongst young people for jobs when the situation starts to recover. A similar situation occurred in the aftermath of the 2008 financial crisis. And while the Covid-19 pandemic presents a totally different set of circumstances, some parallels could indicate what lies ahead. “That hole [in experience] will continue to move up through the market,” adds Parry. “In 2009–2010, we saw very little hiring of trainees and in particular for commercial staff chartering and operations staff. That means that there are very few people around with ten or 11 years’ experience.” “You end up having to get people with eight years’ experience or people with 13 years’ experience to fill those holes. So, it’s difficult to get experienced operations commercial people that are not too senior, not too junior. And we’re going to have that same impact again. “It just gets difficult to fill those vacancies. It then produces a candidate-led market, which has two impacts. Either it means that vacancies go unfilled for a long time. Or it means that salaries get driven up for that cohort of people. So, good news for those who’ve got the right level of experience or just above it, but bad news for the employers.”

INSIGHTS

FUTURE MARITIME TRAINING

THE BIGGER PICTURE

While the junior level for recruitment has been virtually non-existent throughout the pandemic, there has been a demand for experienced personnel such as in dry bulk operations. Applicants for higher up levels are also sought after. “In the middle, I would say that the market has been depressed. Not dead by any means, but depressed. So, it’s been ticking along at the mid-level. But at the senior end, for board level and executive recruitment, we’ve been very busy,” says Parry. “It’s been chief executives, it’s been finance people, it’s been crewing people; and it’s been fleet management people, classification as well.” Ultimately, it is not expected that the maritime industry will experience a long-term recruitment drought. But the coronavirus could have a lasting effect on vital areas such as training. “There will always be a steady stream coming into the industry. It’s how you train and manage those people; it’s how you look after those people,” says Richard Turner, CEO of Tapiit Live, provider of interactive live-streaming training sessions for seafarers. “You want to bring people through with the right process. You want to manage them, you want to train them and you want them to stay in the industry. You want the future careers; you want [people] to go into shore-side after that. And what something like the pandemic does is cut that short. “It’s a dangerous industry. So, you need your people to come through, you need them trained in the right manner.”

For those newer recruits fortunate enough to keep their jobs, social distancing and office closures have made training far more difficult during the pandemic. Turner doubts that classroom training for the maritime sector will ever return to pre-pandemic levels, adding that 50% of businesses providing these services have closed since March 2020. “People have seen that they can do things online, they can do e-learning. So I think that the classroom is pretty much on its way out from a cost and environmental impact,” suggests Turner. “Obviously, there’s always going to be training that has to be done in classrooms – a practical side element. But at the moment, everything is dominated by the e-learning portals and platforms.” One of the lasting consequences of the coronavirus is almost certain to be the widespread adoption of video calls. Use has dramatically increased as a direct result of the pandemic, with businesses forced to adapt. A fairly new innovation is maritime personnel receiving training via live streaming platforms. This method eliminates travel costs, protects participants from Covid-19 and facilitates interaction with an expert, which is not always the case with e-learning. Founded towards the end of 2019, Tapiit Live has been leading the way with this innovation, thanks to a partnership with satellite company Inmarsat. Turner says that Covid-19 has accelerated the implementation of live streaming technologies on ships. The capability was previously thought to be a decade away. “People want the classroom style where they can interact with a lecture presenter, they can ask questions in real-time,” he says. “We’ve got three cameras, we’ve got presenters, we’ve got interactive sessions where people are joining in conversations. “We’re linking colleagues at home on leave with people on the ship. They have full, interactive training together. Our boundaries now are growing every day.”

ADVERTORIAL

Maritime Voice Indonesia

September - November 2021

“Memetakan Masa Depan Industri!” “Mapping The Industry’s Future!” Tentang Maps & Globe

About Maps & Globe

Maps & Globe didirkan pada tahun 1987 oleh Emily Yu, yang merupakan Kartografer terkenal dan masih memegang kendali perushaan hingga saat ini sebagai Direktur Utama.

Maps & Globe was founded in 1987 by Emily Yu, who is a renowned Cartographer and still holds the reins of the company till today as the CEO.

Ini dimulai hanya sebagai perusahaan penyedia layanan kartografi sebelum menjadi perusahaan pembuat Peta dan media B2B yang lengkap untuk berbagai industri saat ini di wilayah Asia Tenggara.

It started off merely as a cartography services company before becoming a full-fledged Maps producing company and B2B media company for a wide myriad of industries today with international offices in the South-East Asia region.

Maps & Globe sejak itu dikenal di industri sebagai perusahaan media B2B yang menyediakan peta sebagai media untuk membantu pengiklan menjangkau pengguna akhir dengan cara yang unik ketika banyak pengguna akhir yang mengantri di pameran untuk mendapatkan salinan peta informatif mereka!

Masa Depan : Peta Interaktif Daring Namun, ketika pandemi datang dan pameran dihentikan secara tiba-tiba pada awal tahun 2020, “Tim Inovasi” yang dipimpin oleh Joe White Lee, mulai bereksperimen dengan Peta Interaktif Daring yang didedikasikan untuk industri. Pada kuartal terakhir tahun 2020, setelah Penelitian & Pengembangan yang melelahkan selama berbulan-bulan, Peta Interaktif akhirnya diluncurkan. Dilengkapi dengan informasi penting dari industri dan tersedia secara daring, peta Daring menampilkan antarmuka yang ramah pengguna dan memenangkan dukungan dari banyak pengguna akhir di industri.

Maps & Globe had since been known in the industry as a B2B media house providing maps as a medium to help advertisers reach out readily to end users in a unique way when droves of end users stand readily at exhibitions queuing up just to get a copy of their informative maps!

The Future: Online Interactive Maps However, when the pandemic came and exhibitions were stopped abruptly during early 2020, the “Innovations Team” led by Joe White Lee, started experimenting with Online Interactive Maps dedicated to the industry. In the last quarter of 2020, after months of painstaking R&D, the Interactive Maps was finally conceived. Packed with key information from the industry and available online readily, the Online map sported an incredibly user-friendly interface and won over the support of many end-users in the industry.

Peta Interaktif Daring merupakan “Pengubah Permainan” bagi Maps & Globe karena mereka kini mampu membantu pemasok menjangkau pengguna akhir mereka dengan lebih mudah terlepas dari pembatasan sosial karena kemampuan daring mereka melampui semua batas fisik!

The Online Interactive Maps were a “Game Changer” for Maps & Globe as they are now able to help suppliers reach out to their end users even more readily regardless of social restrictions as their online capabilities transcends all physical borders!

Filosofi Perusahaan

Company’s Philosophy

Inovasi dan rangkaian solusi luar biasa mereka yang tidak lagi bergantung pada salinan cetak peta tradisional akan membuka lebih banyak alternatif media bagi pemasok, sekali lagi menunjukkan komitmen mereka sebagai Perusahaan Media yang Inovatif!

Their innovations and amazing array of solutions that is no longer reliant on the traditional print copies of maps would open more media alternatives for suppliers, once again exemplifying their commitment of being an Innovative Media House!

Sejalan dengan moto personal Pendiri “Antisipasi Kebutuhan Pelanggan dan Puaskan Mereka” Maps & Globe sekali lagi terbukti menjadi “Futuris” dalam industri.

In line with the Founder’s personal motto “Anticipate Customer Needs and Satisfy Them” Maps & Globe had once again proven to be the “Futurist” in the industry.

Untuk mengetahui lebih lanjut mengenai peta industri interaktif terbaru, silahkan masuk ke: To find out more about the latest interactive industry maps please log on to:

www.mapsglobe.com

“Anticipate Customer Needs And Satisfy them!”

“Interactive Online Maps are the future!”

Emily Yu

Joe White Lee

Founder & Managing Director

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Marketing Director & Innovations Head

MAPS & GLOBE INTERACTIVE MAP

SHIPYARDS INTERACTIVE ONLINE MAP

Find Any Shipyards here! Features of the Shipyard Map:

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Campany Information of the shipyard Company Name Location/City Yard Name Main Product / Service

Facilites: ● ● ●

Dock Capacity Maximum Ship Size Draft (Depth)

Japan Shipyard Map (Click to View for FREE) Other Countries Coming Soon:

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Malaysia Indonesia Thailand Philippines China Vietnam South Korea Middle East

TO ADVERTISE OR FOR MORE INFORMATION : MAPS & GLOBE SPECIALIST DISTRIBUTOR SDN BHD (625396-A)

Adress Malaysia: B40-09, 28 Boulevard, Jalan Perdana 3/10, 55300 Kuala Lumpur, Malaysia.

MAPS & GLOBE SPECIALIST (SINGAPORE) PTE. LTD. T : +6012 709 8636 (Malaysia) E : emily@mapsglobe.com (+6012 - 3898 636) E : ue.wong@mapsglobe.com (+6012 - 7389 772)

(201305082Z)

T : +65 9825 9495 (Singapore) W : www.mapsglobe.com

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HYUNDAI HEAVY INDUSTRIES MENGHADAPI

September - November 2021

PENUNDAAN ATAS MERGER DENGAN DAEWOO SHIPBUILDING

Pemandangan Galangan Kapal Daewoo A view of Daewoo’s Shipyard

ehadiran Hyundai Heavy Industries di pasar pertahanan sebagian besar berpusat pada produksi kapal perang angkatan laut melalui unit Pembuatan Kapal & Teknik Lepas Pantai (Korea Shipbuilding & Offshore Engineering / KSOE) miliknya. Di sini perusahaan berusaha memperluas posisinya melalui akuisisi saingannya Daewoo Shipbuilding & Marine Engineering. Pertama kali diumumkan di tahun 2019, akuisisi mulai terlihat bermasalah ketika penundaan penyelesaiannya terus meningkat. Akuisi senilai 2 miliar Dolar tersebut akan menjadikan HHI sebagai pembuat kapal terbesar di dunia tidak dapat disangkal, dan posisi inilah yang membuat para pembuat peraturan khawatir. Menurut laporan, merger HHI/Daewoo akan menciptakan pembuat kapal terbesar di dunia dengan pangsa pasar sebesar 21 persen. Alhasil, kesepakatan bergerak perlahan di mana HHI berusaha menenangkan para pembuat peraturan internasional. Perusahaan berharap ia dapat meyakinkan pembuat peraturan untuk menyetujui kesepakatan tersebut karena adanya ancaman kompetitif dari merger antara China Shipbuilding Industry Corp (CSIC) dan China State Shipbuilding Corp Ltd. HHI mengajukan persetujuan internasional atas kesepakatan tersebut di lima negara Tiongkok, Singapura, Kazakhstan, Jepang dan Korea Selatan ditambah Uni Eropa (EU). Per bulan Juni 2020, tiga negara Tiongkok, Kazakhstan dan Singapura telah memberikan persetujuan. UE sangat khawatir dengan kesepakatan itu, karena hal itu dapat memberi HHI monopoli atas pengangkut Gas Alam Cair (liquefied natural gas / LNG) dan gas petrokimia cair (liquefied petrochemical gas / LPG) carriers. Pengawasan ketat oleh UE ditambah dengan pandemi COVID-19 merupakan alasan utama kesepakatan tersebut telah tertunda. Kini, transaksi tersebut mungkin bisa ditutup pada akhir tahun 2021. Namun, penyelesaiannya tidak dijamin. Kesepakatan tersebut tidak hanya harus disetujui oleh UE, namun ia masih menghadapi pembuat peraturan dalam negeri di Korea Selatan dan Jepang. Hal yang lebih menarik lagi adalah berita pembuatan kapal akan memasuki kenaikan di tahun 2021. Sebuah laporan dari The Maritime Executive mengatakan bahwa pembuat kapal Korea telah mencapai tiga per empat dari target mereka di

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tahun 2021 dalam enam bulan pertama. Dengan kebangkitan di pasar sedang berlangsung, kebutuhan untuk mengkonsolidasikan DSME mungkin tidak begitu akut. Terlepas dari hasilnya, tidak akan ada banyak perubahan di operasional pembuatan kapal angkatan laut HHI. Dalam pasarnya di Korea Selatan, ketidakstabilan perilaku negera tetangganya di Utara terus mendorong upaya pengadaan dan modernisasi pertahanan. Alhasil, angkatan laut ROK telah meningkatkan produksi kapal fregat kelas Incheon (alias FFX). HHI telah ditunjuk untuk membuat tiga kapal pertama dari kelas tersebut, dan Daewoo membuat dua kapal pada kelompok kedua. Pada saat ini, jadwal pembuatan kapal tampaknya sidah kembali ke rencana awal untuk membuat 20 kapal tersebut dengan pembagian kelompok enam, delapan, dan enam kapal lagi. Persaingan untuk pesanan ini di antara galangan kapal di Korea diperkirakan akan sengit, tetapi HHI memiliki keuntungan terutama jika kesepatakan Daewoo tercapai berkat pengalamannya dengan kapal-kapal tersebut. Kapal perang ini juga telah mendapatkan pesanan ekspor pertama mereka, dengan dua kapal yang terjual ke Filipina. Setelah bertahun-tahun bernegosiasi, Manila telah memesan dua kapal fregat di tahun 2016. Menurut Prakiraan Kapal Perang oleh Forecast International, ini merupakan tonggak penting bagi program Korea, sejak ditetapkannya kelas Incheon sebagai kandidat yang layak di pasat internasional. Kedua kapal kelas Rizal pertama diserahkan pada awal tahun 2020. Pembangunan yang cepat kapal-kapal tersebut patut dicatat dan bisa menjadi nilai jual yang kuat untuk ekspor di masa depan. Kesempatan ekspor lainnya tentu saja ada di wilayah Lingkar Pasifik dan kemungkinan di luarnya juga, membuat masa depan tampak cerah bagi kelas Incheon. Dengan percepatan kebutuhan akan kapal perang baru yang menjadi prioritas utama Korea Selatan, HHI dapat mengharapkan aliran pendapatan yang stabil untuk operasional kapal perangnya untuk tahun mendatang.

Building the in

future

pumping technology

Main Principle Lines of Business & Products

PACIFIC ENGINEERING & SERVICES PTE LTD

PACIFIC SHIP’S PLANTS & INDUSTRIES PTE LTD

No. 130 Pioneer Road, Singapore 639587 Tel: (65) 6767 8892 Fax: (65) 6766 7567 Email: paciﬁc1@paciﬁcglobal.com.sg

PATERSON INTEGRATED ENGINEERING PTE LTD

No. 130 Pioneer Road, Singapore 639587 Tel: (65) 6763 3039 Fax: (65) 6763 6190 Email: paciﬁc1@paciﬁcglobal.com.sg

No. 130 Pioneer Road, Singapore 639587 Tel: (65) 6760 0928 Fax: (65) 6760 0926 Email: paciﬁc1@paciﬁcglobal.com.sg

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Maritime Voice Indonesia

HYUNDAI HEAVY INDUSTRIES FACING

September - November 2021

DELAYS OVER DAEWOO SHIPBUILDING MERGER

yundai Heavy Industries’ presence in defense markets is largely centered on the production of naval warships via its Korea Shipbuilding & Offshore Engineering (KSOE) unit. Here the company is seeking to expand its position through the acquisition of rival shipyard Daewoo Shipbuilding & Marine Engineering. First announced in 2019, the acquisition is beginning to look problematic as delays of its consummation continue to mount. The $2 billion acquisition would make HHI’s title as the world’s largest shipbuilder unassailable, and it is just this position that has regulators worried. According to reports, the HHI/Daewoo merger would create the world’s largest shipbuilder with a 21 percent market share. As a result, the deal is moving forward slowly as HHI tries to appease international regulators. The company is hoping it can convince regulators to approve the deal due to the competitive threat from the merged China Shipbuilding Industry Corp (CSIC) and China State Shipbuilding Corp Ltd. HHI applied for international approval of the deal in five countries China, Singapore, Kazakhstan, Japan, and South Korea plus the European Union (EU). As of June 2021, three of the countries China, Kazakhstan, and Singapore had given approval. The EU is especially concerned about the deal, as it could give HHI a monopoly on liquefied natural gas (LNG) and liquefied petrochemical gas (LPG) carriers. The heavy scrutiny by the EU coupled with the COVID-19 pandemic is the key reason the deal has been delayed. Currently, the transaction could close by the end of 2021. However, completion is not assured. Not only must the deal pass muster with the EU, but it still faces regulators at home in South Korea and in Japan. A further fly in the ointment is news that shipbuilding is entering an upswing in 2021. A report in The Maritime Executive stated that Korean shipbuilders have already achieved nearly three-quarters of their 2021 targets in the first six months of the year. With a resurgence in the market underway, the need to consolidate DSME may not be as acute. Regardless of the outcome, not much will change in regard to HHI’s naval shipbuilding operations. In its home market of South Korea, the unstable behavior of its northern neighbor continues to fuel defense procurement and modernization efforts. As a result, the ROK Navy has ramped up production of its new Incheon (aka FFX) class frigates. HHI has been tapped to build the first three vessels of this class, with Daewoo building two of the second batch.

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Galangan Kapal Hyundai Heavy Industries yang sibuk A busy Hyundai Heavy Industries Shipyard

At present, the construction schedule appears to have reverted to the original plan to build 20 of these ships in groups of six, eight, and six ships, respectively. Competition for these orders among Korea’s shipyards is expected to be fierce, but HHI has an advantage especially if the Daewoo deal is consummated thanks to its experience with these ships. These warships have also garnered their first export order, with a two-ship sale to the Philippines. Following years of negotiation, Manila placed an order for two frigates in 2016. According to Forecast International’s Warships Forecast, this is an important milestone for the Korean program, since it establishes the Incheon class as a viable candidate on the international market. The first of the two Rizal class ships were delivered in early 2020. The rapid construction time of these ships is notable and could be a solid selling point for future exports. Other export opportunities certainly exist within the Pacific Rim area and probably outside it as well, making the future appear bright for the Incheon class. With the accelerated need for new warships high on South Korea’s priority list, HHI can likely look forward to a steady revenue stream for its warship operations for years to come.

September - November 2021

Maritime Voice Indonesia

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INTERNATIONAL REPORT

Maritime Voice Indonesia

September - November 2021

5 TAHUN SETELAH KEPUTUSAN ATAS LAUT TIONGKOK SELATAN,

KEHADIRAN TIONGKOK DI SEKITAR FILIPINA TETAP BERTUMBUH

Nelayan Filipina bersiap untuk menurunkan ikan setelah tiba dari perjalanan selama seminggu di Beting Scarborough yang disengketakan, di Infanta, propinsi Pangasinan, Filipina, 6 Juli 2021. Foto diambil tanggal 6 Juli 2021. REUTERS/Eloisa Lopez Filipino fishermen prepare to unload fish after arriving from a week-long trip to the disputed Scarborough Shoal, in Infanta, Pangasinan province, Philippines, July 6, 2021. Picture taken July 6, 2021. REUTERS/Eloisa Lopez

ATO, Filipina: Nelayan Filipina Randy Megu sering menerjang badai yang muncul ti Laut Tiongkok Selatan, namun saat ini ia memiliki ketakutan yang lebih besar: melihat kapal angkatan laut Tiongkok di cakrawala. Lima tahun sejak putusan pengadilan arbitrase internasional yang menolak klaim Tiongkok atas perairan di mana Megu menangkap ikan, pria berusia 48 tahun tersebut mengeluh bahwa pertemuannya dengan kapal Tiongkok lebih sering dibanding sebelumnya. “Saya sangat takut,” kata Megu, menggambarkan bagaimana kapal Tiongkok melacak kapal kayunya selama tiga jam sekitar 140 mil laut (260 km) dari pesisir di bulan Mei. Katanya nelayan lain melaporkan ditabrak atau diledakkan dengan meriam air ketika bekerja di tempat yang mereka anggap tempat penangkapan ikan bersejarah mereka di mana mereka harapkan akan diamankan semenjak putusan di Den Haag pada tahun 2016. Tiongkok menolak putusan tersebut dan bersikeras atas klaimnya di sebagian besar perairan di dalam Sembilan Garis Putus, yang juga diperebutkan oleh Brunei, Malaysia, Filipina, Taiwan dan Vietnam. Menteri luar negeri Tiongkok tidak langsung menanggapi permintaan komentar. Hanya dalam satu insiden di bulan Maret, Filipina mengeluhkan serangan oleh lebih dari 200 kapal milisi Tiongkok ke zona Ekonomi ekslusif (exclusive economic zone / EEZ), yang membentang 200 mil dari pesisirnya. Diplomat Tiongkok mengatakan bahwa kapal-kapal tersebut sedang berlindung dari lautan ganas dan tidak milisi di atas kapal. “Data di sini sangatlah jelas,” kata Greg Poling dari Pusat Studi Strategis dan Internasional Washington (Washington’s Center for Strategic and International Studies). “Kapal Penjaga Pantai Tiongkok dan milisi berada di EEZ Filipina lebih dari lima tahun yang lalu.” Sebuah jajak pendapat di bulan Juli 2020 menunjukkan bahwa 70 persen warga Filipina menegaskan klaimnya atas Laut Tiongkok Selatan. “Kami secara tegas menolak upaya untuk melemahhkannya; bahkan menghapusnya dari hukum, sejarah dan ingatan kolektif kami,” kata Menteri Luar Negeri Teodoro Locsin dalam sebuah pernyataan bulan lalu. Negara tersebut telah melakukan 128 protes diplomatis terhadap aktivitas Tiongkok di laut yang disengketakan tersebut sejak tahun 2016, dan kapal-kapal penjaga pantai serta biro perikanan telah melakukan patroli “berdaulat” di EEZ Filipina. Namun Filipina tidak berbuat banyak untuk menekan klaimnya di bawah Presiden Rodrigo Duterte, yang telah menjalin hubungan dengan Tiongkok sebagai rencana kebijakan luar negerinyaa dan mengatakan “tidak berguna” untuk mencoba menantang tetangganya yang jauh lebih besar.

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Setelah beberapa dari Kabinet dia meningkatkan retorika atas perairan tersebut di awal tahun, Duterte melarang mereka untuk bersuara. “Tiongkok lebih memegang kendali. Satu-satunya hal yang bisa pemerintahan Duterte tunjukkan adalah mereka tidak mengalami insiden besar,” kata Poling. “Jika anda terus menyerah pada si pengganggu, tentu tidak akan ada perkelahian.” Penjaga pantai Filipina dan menteri pertahanan tidak meresponi permintaan untuk komentar. Kehadiran Tiongkok telah bertumbuh juga di bagian lain Laut Tiongkok Selatan. Ia terus memperkuat pulau buatan dengan pelabuhan, landasan udara dan rudal anti pesawat. Konfrontasi dengan Vietnam telah menghambat proyek energi. Malaysia juga mengeluh mengenai aksi dari kapal Tiongkok. Kehadiran mereka juga telah menarik perhatian Indonesia meskipun secara teknis mereka bukan negara penuntut. Operasi kebebasan navigasi yang dilakukan sesekali oleh Angkatan Laut AS telah menentang klaim Tiongkok namun masih belum terlihat tanda-tanda kecil hati dari Beijing untuk mengerahkan kapal mereka ke sekitar Filipina dan manapun. Sebelum pemilihannya di tahun 2016, Duterte mengatakan bahwa ia akan membela klaim negaranya atas Laut Tiongkok Selatan. Dia akan mengundurkan diri pada akhir masa jabatan enam tahunnya di tahun depan, namun masih ada pembicaraan bahwa ia mungkin akan menjadi wakil presiden atau digantikan oleh putrinya telah menimbulkan keraguan bahwa kebijakan akan berubah. Nelayan di Pangasinan melihat sedikit harapan untuk menentang kapal Tiongkok yang kini mendikte gerakan meraka. “Kini, seolah-olah kami yang mencuri dari halaman belakang kami sendiri,” kata nelayan berusia 51 tahun, Christopher de Vera.

Nelayan Filipina menghancurkan es saat mereka bersiap untuk berlayar ke Laut Tiongkok Selatan yang disengketakan Filipino fishermen crush ice as they prepare to sail to the disputed South China Sea

September - November 2021

Maritime Voice Indonesia

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INTERNATIONAL REPORT

Maritime Voice Indonesia

September - November 2021

Nelayan Filipina beristirahat ketika tiba dari perjalanan selama seminggu di Beting Scarborough yang disengketakan Filipino fishermen rest after arriving from a week-long trip to the disputed Scarborough Shoal

5 YEARS AFTER SOUTH CHINA SEA RULING,

CHINA’S PRESENCE AROUND PHILIPPINES ONLY GROWING

ATO, Philippines: Filipino fisherman Randy Megu has often braved the storms that spring up in the South China Sea, but these days he has a greater fear: seeing a Chinese maritime enforcement vessel on the horizon. Five years after a landmark international arbitration court ruling repudiated China’s claims to the waters where Megu fishes, the 48-year-old complains that his encounters with Chinese boats are more frequent than ever. “I was so scared,” said Megu, describing how a Chinese vessel had tracked his wooden outrigger boat for three hours around 140 nautical miles (260km) from the coast in May. He said other fishermen had reported being rammed or blasted with water cannons while working in what they considered their historic fishing grounds - which they had hoped to secure after the ruling in The Hague in 2016. China rejected the ruling and has stood by its claim to most of the waters within a so-called Nine Dash Line, which is also contested by Brunei, Malaysia, the Philippines, Taiwan and Vietnam. China’s foreign ministry did not immediately respond to a request for comment. In just one incident in March, the Philippines complained of incursions by what it said were more than 200 Chinese militia vessels into the exclusive economic zone (EEZ), which extends 200 nautical miles from its coast. Chinese diplomats said the boats were sheltering from rough seas and no militia were aboard. “The data here is very clear,” said Greg Poling of Washington’s Center for Strategic and International Studies. “Chinese Coast Guard ships and the militia are in the Philippines’ EEZ more than they were five years ago.” A July 2020 opinion poll showed that 70 per cent of Filipinos want the government to assert its claim in the South China Sea. “We firmly reject attempts to undermine it; nay, even erase it from law, history and our collective memories,” Foreign Minister Teodoro Locsin said in a statement last month. The country has made 128 diplomatic protests over China’s activities in contested waters since 2016, and coast guard and bureau of fisheries vessels have conducted “sovereign” patrols in the Philippines’ EEZ. But the Philippines has done little else to press its claim under firebrand President Rodrigo Duterte, who has made the relationship with China a plan of his foreign policy and said it is “inutile” to try to challenge its vastly bigger neighbour. After some of his Cabinet stepped up rhetoric over the waters early this year, Duterte barred them from speaking out. “China is

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Nelayan Filipina memuat es, bensin dan peralatan lainnya ketika mereka bersiap untuk berlayar ke Laut Tiongkok Selatan yang disengketakan, Filipino fishermen load ice, gasoline, and other equipment as they prepare to sail to the disputed South China Sea

more in control. The only thing the Duterte government can point to is they haven’t had a major incident,” Poling said. “If you just keep surrendering to the bully, of course there won’t be a fight.” The Philippine coast guard and ministry of defence did not respond to requests for comment. China’s presence has also grown elsewhere in the South China Sea. It has continued to strengthen artificial islands equipped with secured ports, airstrips and surface-to-air-missiles. Confrontations with Vietnam have set back energy projects. Malaysia has complained about the actions of Chinese vessels. Their presence have also drawn concern in Indonesia even though it is not technically a claimant state. Occasional freedom of navigation operations by the US Navy have challenged China’s claims but show no sign of discouraging Beijing from deploying vessels around the Philippines or elsewhere. Before his election in 2016, Duterte had said he would stand up for his country’s claims in the South China Sea. He is due to step down at the end of his single six-year term next year, but talk that he could be vice president or be succeeded by his daughter have raised doubts that policies will change. The fishermen of Pangasinan see little hope of a challenge to the Chinese vessels that now dictate their movements. “Now, it is as if we are the ones stealing from our own backyard,” said 51-year old fisherman Christopher de Vera.

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INNOVATIONS, TECHNOLOGY & TRENDS

Maritime Voice Indonesia

September - November 2021

KAPAL HIDROGEN TERBANG PERTAMA MERUPAKAN KENYATAAN!

SISWA TU DELFT MENUJU KEJUARAAN DUNIA KAPAL HIDROGEN HYDRO MOTION

Kapal hidrogen terbang pertama di dunia, dirancang dan dibuat dalam proyek Hydro Motion The world’s first flying hydrogen boat, designed and built in the Hydro Motion project

im Kapal Tenaga Surya TU Delft telah menghabiskan waktu satu tahun untuk mewujudkan impian mereka: mewujudkan kapal hidrogen terbang pertama dengan proyek mereka Hydro Motion. Ke-20 siswa tersebut telah berhasil menyelesaikannya: kapal yang layak, dilengkapi dengan sistem hidrogen dan hidrofoil super kuat di bawah kapal. Dengan kecepatan 20 kilometer per jam, hidrofoil membuat kapal trimaran, dengan berat lebih dari 1000 kilogram, terbang di atas air. Setelah masah perancangan, produksi dan uji coba berakhir, kini tiba saatnya untuk fase terakhir proyek ini: saatnya untuk balapan! Tim tersebut akan bertanding di Kejuaraan Dunia minggu depan di laut lepas Monaco, yang berlangsung dari tanggal 8 hingga 10 Juli. Siswa-siswa akan mengejar kemenangan pada balapan jarak jauh yang menantang, melawan kapal bertenaga berkelanjutan lainnya. Kapal Hydro Motion merupakan inspirasi yang mengesankan bagi sektor kelautan

Kapal yang sedang dikerjakan tim tersebut tahun ini merupakan pemandangan yang sangat mengesankan: kapal trimaran sepanjang 8 meter, dilengkapi dengan sistem hidrogen lengkap, elektronik paling cerdas, semua komponen yang dibutuhkan untuk mendorong kapal dengan kuat, dan hidrofoil terkuat. Kapal tersebut dioperasikan oleh tiga pilot dan mampu mencapai kecepatan 40 kilometer per jam. Dalam perahu siswa, gas hidrogen disimpan dalam tangki bertekanan tinggi di atas kapal. Sel bahan bakar menggabungkan hidrogen dengan oksigen dari udara untuk menghasilkan tenaga listrik. Ini menggerakkan mesin dan membuat kapal berlayar. Namun bagaimana kapal hidrogen ini bisa mengudara? Di bawah kapal tersebut terpasang tiga hidrofoil super kuat. Mereka beroperasi di bawah permukaan air dengan cara yang mirip dengan sayap pesawat terbang. Pada kecepatan lepas landas 22 kilometer per jam, mereka mengangkat beban setinggi 40 sentimeter di atas ombak, sebuah pemandangan yang spektakuler. Ketika lambung kapal terbang di atas air, mereka mengalami resisntesi yang jauh lebih sedikit daripada di dalam air. Dengan cara ini, kapal menggunakan energi yang sangat sedikit. Efisiensi sangat penting selama balapan jarak jauh yang menantang yang akan dihadapi tim di Monako.

BERLAYAR DAN TERBANG DALAM LOMBA JARAK JAUH Dengan penuh keberanian, ke-20 siswa tersebut memulai tahun yang seru. Ini akan menjadi pekerjaan yang sulit untuk membuat kapal dalam satu tahun. Rick van Wilsem, Kepala Teknik, berkata dengan antusias, “Kami berhasil, kami dapat mengatakan itu dengan pasti. Seluruh kapal telah keluar dari air. Kami dengan bangga mengumumkan bahwa dengan tim yang ada, kami telah membuat kapal hidrofoil bertenaga hidrogen pertama di dunia!” Dari 8 Juli hingga 10 Juli, tim siswa akan bertanding di Tantangan Perahu Energi Monako di Kelas Laut Lepas. Mereka berusaha keras untuk menjuarai perlombaan jarak jauh dengan kapal yang inovatif. Dengan ini mereka ingin menunjukkan potensi kapal bertenaga hidrogen. Ini akan menjadi balapan yang sangat menarik di mana tim tersebut akan bertanding dengan lawan tangguh dari seluruh dunia, pelajar dan juga perusahaan. Kapal bertenaga listrik dan hidrogen akan bersaing satu sama lain dalam tiga bagian; manuver, balap jarak pendek dan yang paling penting adalah lomba jarak jauh. Tim tersebut telah mengarahkan pandangannya pada perlombaan yang terakhir. Kapal hidrogen telah dioptimalkan untuk tantangan tersebut: berlayar 6 jam tanpa henti di laut lepas tanpa pengisian ulang daya. Tim yang menempuh jarak terjauh merupakan pemenangnnya. Perlombaan tersebut dapat diikuti melalui situs dan media sosial Tim Kapal tenaga Surya TU Delft. Tim tersebut kini sibuk dengan persiapan akhir untuk kejuaraan dunia di Monako. Misalnya, simulasi balapan sedang dilakukan, di mana setiap orang dapat mempersiapkan perannya untuk balapan. Tim tersebut sangat menantikannya!

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Anggota tim meletakkan penutup di atas kapal, untuk melindungi tangki hidrogen Team members put the cap on the boat; it protects the hydrogen tank.

MISI TIM Tim Kapal tenaga Surya TU Delft merupakan tim dengan pengetahuan yang beragam yang terdiri dari 20 siswa. Mereka mengesampingkan studi mereka selama setahun untuk proyek Hyrdo Motion. Musim panas tahun lalu, tim yang erat dibentuk di mana mereka bekerja sama setiap hari, belajar banyak dan mencapai kemajuan. Siswa yang mengerjakan proyek keren ini dengan sebuah misi penting. Mereka ingin menginspirasi industri kelautan, yang kini mengkonsumsi bahan bakar fosil dalam jumlah besar, menuju ke masa depan yang ramah lingkungan. Sebelum ini, tim tersebut membuat kapal bertenaga surya, sesuai dengan namanya. Setelah 15 tahun, langkah besar yang diambil adalah transisi menuju hidrogen. Dengan bantuan alumni dan perusahaan mitra, para siswa menghadapi tantangan baru. Mereka beralih dari menghasilkan energi ramah lingkungan menjadi menyimpan energi tersebut. Kemampuan untuk menyimpan energi ramah lingkungan di atas kapal merupakan langkah penting dalam pengapalan yang ramah lingkungan. Terutama bagi kapal besar dan jarak yang jauh, diperlukan adanya suatu media untuk menyimpan banyak energi ramah lingkungan dalam volume yang kecil. Hidrogen merupakan pilihan yang baik untuk ini.

September - November 2021

Maritime Voice Indonesia

INNOVATIONS, TECHNOLOGY & TRENDS

THE WORLD’S FIRST FLYING HYDROGEN BOAT IS A FACT!

TU DELFT STUDENTS ON TO WORLD CHAMPIONSHIPS

he TU Delft Solar Boat Team has spent a year working towards their dream: realizing the first flying hydrogen boat with their project Hydro Motion. The 20 students have pulled it off: a seaworthy boat, fully equipped with a hydrogen system and super strong hydrofoils under the boat. At a speed of 22 kilometers per hour, the hydrofoils make the boat, a trimaran weighing over 1000 kilograms, fly above the water. After the design, production and testing period, it is time for the final phase of this project: it is time to race! The team will compete in the World Championship next week on the open sea in Monaco, which takes place from July 8 to 10. The students will be going for the win of the challenging long-distance race, competing against other sustainably powered boats. The Hydro Motion boat is an impressive inspiration for the maritime sector.

THE HYDRO MOTION HYDROGEN BOAT

Tim sedang menguji kapal hidrogen di Belanda dalam rangka persiapan perlombaan di Monako. The team is testing the hydrogen boat in the Netherlands in preparation for the race in Monaco.

SAILING AND FLYING ON THE LONG-DISTANCE RACE

Full of courage, the 20 students began the exciting year. It would be a huge job to realize the boat within one year. Rick van Wilsem, Chief Engineer, says enthusiastically, “We succeeded, we can say that with certainty. The entire boat has come out of the water. We are proud to announce with the team that we have made the world’s first foiling hydrogen boat!” From July 8 to 10, the student team will compete for the world title in Monaco. This is because the students are competing in the Open Sea Class of the Monaco Energy Boat Challenge. They strive to win the long-distance race with the innovative boat. With this they want to demonstrate the potential of hydrogen powered boats. It will be a hugely exciting race where the team will compete against formidable opponents from around the world, students but also companies. Electric and hydrogen powered boats will compete against each other in three parts; maneuverability, the sprint and as the most important race the long-distance race. The team has set its sights on the latter race. The hydrogen boat has been optimized to take on this challenge: sailing for 6 hours straight on the open sea without refueling. The team that covers the most distance is the winner. The race can be followed through the website and the social media channels of the TU Delft Solar Boat Team. The team is now busy with the final preparations for the world championships in Monaco. For example, a race simulation is being performed, in which everyone can prepare his or her role for the race. The team is really looking forward to it!

The boat the team has been working on this year is an impressive sight: a seaworthy, over 8-meter-long trimaran, equipped with a complete hydrogen system, the smartest electronics, all the components to propel the boat powerfully, and the strongest hydrofoils. The boat is operated by three pilots and reaches speeds of up to 40 kilometers per hour. In the students’ boat, hydrogen gas is stored under high pressure in an on-board tank. The fuel cell combines this hydrogen with oxygen from the air to generate electricity. This powers the engine and sails the boat. But how does this huge hydrogen boat get into the air? Attached underneath the boat are three super strong hydrofoils. These operate below the surface of the water in a similar way to the wings of an airplane. At the take-off speed of 22 kilometers per hour, they elevator the weight some 40 centimeters above the waves, a spectacular sight. When the hulls of the boat fly above the water, they experience drastically less resistance than in the water. In this way, the boat uses very little energy. Efficiency is of great importance during the challenging long-distance race that awaits the team in Monaco.

THE TEAM’S MISSION The TU Delft Solar Boat Team is a multidisciplinary team consisting of 20 students. They all put their studies aside for a year for the Hydro Motion project. Last summer the close-knit team was formed with whom they work closely together day in and day out, learning a lot and making progress. The students are working on this cool project with an important mission. They want to inspire the maritime industry, currently a large consumer of fossil fuels, towards a green future. Previously, the team made solar boats, as the name implies. After 15 years, a big step was taken with the transition to hydrogen. With the help of alumni and partner companies, the students took on the new challenge. They switched from generating green energy to storing it. Being able to store green energy on board is an essential step to greening shipping. Especially for larger ships and long distances, there is a need for a medium that can store a lot of green energy in little volume. Hydrogen is a good option for this.

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NAVAL DEFENCE & MARITIME SECURITY

Maritime Voice Indonesia

September - November 2021

KOREA UTARA MENGECAM INGGRIS ATAS RENCANA PENEMPATAN KAPAL PERANG DI ASIA NORTH KOREA CRITICISES BRITAIN FOR PLAN TO DEPLOY WARSHIPS IN ASIA

EOUL: KOREA UTARA mengecam Inggris pada hari Selasa (3 Agustus) atas rencana penempatan dua kapal perang secara permanen di wilayah Asia Pasifik tahun ini, menyebutnya sebagai “provokasi”. Rencana itu muncul saat London meningkatkan keterlibatannya di Asia setelah mengungkapkan kekhawatiran yang meningkat dalam beberapa bulan terakhir dalam beberapa bulan terakhir atas ambisi teritorial Tiongkok di wilayah tersebut, termasuk Taiwan. Negara Asia yang tertutup tersebut mengatakan berita tentang rencana itu bertepatan dengan perjalanan kapal induk Inggris Queen Elizabeth dan kapal-kapal pengawalnya melalui lautan di mana Tiongkok berlomba-lomba untuk mendapatkan pengaruh dengan Amerika Serikat dan Jepang. Seorang pejabat Korea Utara mengkritik komentar menteri pertahanan Inggris, Ben Wallace, yang menunjukkan bahwa Korea Utara dan Tiongkok berusaha mengisolasi Jepang dan Korea Selatan serta mengancam kebebasan navigasi di wilayah Indo-Pasifik. “Ini sejenis provokasi terhadap kami bahwa Inggris, yang mengintensifikasi situasi dengan mendorong kapal perangnya ke Asia-Pasifik, mengutup ‘ancaman’ kami sebagai alasan,” kata pejabatnya dalam sebuat pernyataan di situs kementerian luar negeri. “Ini hanya akan melihat perlawanan yang kuat dari negara-negara lokal dan ketegangan dalam situasi wilayah yang sudah sensitif.” Kedutaan Inggris di Seoul tidak dapat segera dihubungi untuk dimintai komentar.

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EOUL: North Korea criticised Britain on Tuesday (Aug 3) for a plan to permanently deploy two warships in the Asia-Pacific region this year, calling it a “provocation”. The plan comes as London steps up its engagement in Asia after expressing growing alarm in recent months over China’s territorial ambitions in the region, including Taiwan. The reclusive Asian state said news of the plan coincided with the passage of British aircraft carrier Queen Elizabeth and its escort ships through seas in which China is vying for influence with the United States and Japan. A North Korean official criticised comments by Britain’s defence minister, Ben Wallace, as suggesting that the North and China were trying to isolate Japan and South Korea and threaten freedom of navigation in the Indo-Pacific region. “It is a kind of provocation against us that Britain, which is intensifying the situation by shoving its warships into far-off Asia-Pacific, is citing our ‘threat’ as an excuse,” the official said in a statement on the foreign ministry website. “This will only result in strong resistance from local countries and tension in the already-sensitive regional situation.” Britain’s embassy in Seoul could not immediately be reached for comment.

September - November 2021

Maritime Voice Indonesia

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NAVAL DEFENCE & MARITIME SECURITY

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September - November 2021

“Dalam situasi damai, ia dapat digunakan untuk latihan, dapat digunakan untuk mengangkut pasukan ke wilayah barat dan timur.” Kepala Staf Angkatan Laut (Kasal) Laksamana Yudo Margono. “In a peace situation, it can be used for training, it can be used to transport troops to the western and eastern regions.” Chief of Naval Staff (Kasal) Admiral Yudo Margono.

INDONESIA MELAKUKAN UJI COBA UNTUK

LST KELAS TELUK BINTANI KETIGA INDONESIA COMMISSIONS

THIRD TELUK BINTUNI-CLASS LST

etelah sebelumnya menyerahkan kapal Patroli dari PT Daya Radar Utama kepada Angkatan Laut Indonesia, Laksamana TNI Puguh Santoso, menyerahkan kapal LST kepada Komandan Kolinlamil, Laksamana Arsyad Abdullah. Dalam kesempatan itu, Kasal juga mengukuhkan Letnan Kolonel TNI AL I Nyoman Armenthia W. sebagai komandan kapal pertama yang bertugas di Komando Maritim Niliter (Kolinlamil). Sebagai salah satu alutsisa terbaru TNI AL, KRI Teluk Youtefa 522 akan bertugas di jajaran Kolinlamil dengan melakukan operasi militer penjelajah samudera dalam operasi perang militer (MWO) dan operai militer selain peperangan (OMSP). KRI Teluk Youtefa 522 dirancang untuk mengankut tank tempur utama tipe Leopard milik TNI Angkatan Darat dan tank BMP3F milik Korps Marinir akan berada di jajaran Kolinlamil. Kapal yang diproduksi dalam negeri oleh PT. Daya Radar Utama (DRU) di Srengsem, Panjang, Bandar Lampung seharusnya membantu Angkatan Laut Indonesia dalam tugas utamanya untuk melindungi wilayah kelautan Indonesia. KRI Youtefa 522, yang dinamai sesuai dengan Teluk Jayapura di Papua, merupakan kapal pendaratan tank (LST) yang mampu mengangkut 10 tank Leopard, 1 unit mobil lapis baja 2 AVBL, 1 unit transport, 2 helikopter, 360 tentara dan 120 awak. Ia memiliki panjang 120 meter, lebar 18 meter, sarat kapal setinggi 3 meter (ketika dimuat penuh) dan berat 4.508 ton. KRI Teluk Youtefa 522 memiliki kecepatan maksimum 16 knot, kecepatan jelajah 14,8 knot dan kecepatan ekonomi 13,6 knot dengan daya jelajah 7.200 mil laut dan mampu berlayar selama 20 hari menggunakan dua mesin diesel stx-man bertenaga 4.320 KW.

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fter previously handing over the Patrol vessel ‘PT ship Daya Radar Utama‘ to the Indonesian Navy, the Admiral TNI Puguh Santoso,handed over the LST to Colinlamil’s commander, Admiral TNI Arsyad Abdullah. On the occasion, Kasal also confirmed Navy Lt. Col. (P) I Nyoman Armenthia W. as commander of the first ship to serve in the Military Maritime Command (Kolinlamil). As one of TNI AL’s newest defense equipment, the ‘KRI Teluk Youtefa 522’ will serve in the ranks of Kolinlamil by conducting military sealift operations in military warfare operations (MWO) and military operations other than warfare (OMSP). The ‘KRI Teluk Youtefa 522‘ is designed to carry the Leopard-type main battle tank belonging to the Indonesian Army and the Marine Corps BMP-3F tank will be in the ranks of the Kolinlamil. The domestically produced ships of PT. Daya Radar Utama (DRU) in Srengsem, Panjang, Bandar Lampung should help the Indonesian Navy in its main task of protecting Indonesia’s maritime territory. The ‘KRI Teluk Youtefa 522‘, which is named after Jayapura Bay in Papua, is a landing tank (LST) that can carry 10 Leopard tanks, 1 armored unit 2 AVBL, 1 transport unit, 2 helicopters.360 troops and 120 crew members. It has a length of 120 meters, a width of 18 meters, a draft of 3 meters (fully loaded) and a weight of 4508 tons. KRI Teluk Youtefa 522‘ has a maximum speed of 16 knots, a cruising speed of 14.8 knots and an economic speed of 13.6 knots with a cruising capacity of 7200 nautical miles and is capable of sailing for 20 days using two 4,320 KW stx-man diesel engines.

September - November 2021

Maritime Voice Indonesia

THAILAND’S PREMIER MARITIME & OFFSHORE TECHNOLOGY HYBRID EXHIBITION 6 TH THAILAND

2021 24-26 NOVEMBER 2021 BITEC, BANGKOK, THAILAND

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Asia Marine News

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ASIA MARITIME EVENTS CALENDAR 2021 / 2022

FRONT COVER Masson Marine Propulsion Pte Ltd www.masson-marine.com PAGE 1 PT. PAL Indonesia www.pal.co.id

INSIDE FRONT COVER Masson Marine Propulsion Pte Ltd www.masson-marine.com

PAGE 3 Moteurs Baudouin www.baudouin.com

PAGE 13 ZF Asia Pacific Pte Ltd www.zf.com/marine

PAGE 9 Alva Laval Malaysia Sdn Bhd www.alfalaval.com

PAGE 15 Aerodynamic Metals Pte Ltd www.aerodynamicmetals.com

PAGE 25 Maps & Globe Specialist Distributor Sdn Bhd www.mapsglobe.com

PAGE 19 PT. Patria Maritim Perkasa www.patriashipyard.com

PAGE 27 Pacific Global Group / Pacific Engineering & Services Pte Ltd www.pacificglobal.com.sg

PAGE 29 PT. Voksel Electric Tbk www.voksel.co.id

PAGE 31 BT Marine Propellers Ltd / PT. Marine Propulsion Indonesia www.btmarinepropellers.co.id

PAGE 37 PT. Wow Bionix Global www.wowbionix.com

INSIDE BACK COVER PT. Furuno Electric Indonesia www.furuno.id

Indonesia

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