Hasil Pencarian  ::  Simpan CSV :: Kembali

"Tesis ini bertujuan untuk mencari tahu bagaimana seharusnya peran Indonesia dalam menghadapi tantangan geostrategis Selat Malaka di abad 21. Memasuki abad 21 posisi Selat Malaka semakin kritis akibat pergeseran pusat kegiatan ekonomi dunia dari Poros Atlantik ke Poros Asia-Pasifik. Yakni perburuan kritis energy security oleh negara-negara di Asia Timur Laut, yang berasal dari kawasan Timur Tengah melalui dinamika keamanan Samudera India. Dinamika baru ini menimbulkan implikasi serius pada persoalan keamanan (security) dan keselamatan pelayaran (navigational safety) di Selat Malaka yang kian kompleks dalam satu dekade terakhir, ditambah lagi adanya tuntutan ketersediaan infrastruktur logistik perdagangan di selat Malaka. Penelitian ini dilakukan secara kualitatif dengan studi dokumen yang berkaitan dengan Selat Malaka selama kurun waktu 2001 hingga 2010. Penelitian ini telah membuktikan bahwa bangunan kapasitas Indonesia masih belum ideal untuk menjawab persoalan-persoalan di Selat Malaka yang muncul di sepuluh tahun pertama abad ini. Padahal posisi Indonesia sebagai negara kepulauan (archipelagic state) terbesar di dunia, sudah seharusnya memiliki upaya paling keras dan sarana prasarana paling memadai dalam mengelola keamanan dan keselamatan pelayaran di Selat Malaka juga dalam hal ketersediaan infrastruktur perdagangan yang berdaya saing di Selat Malaka.

---

This thesis aims to find out how the ideal role of Indonesia facing the geo-strategic challenges in the Malacca Strait in the 21st century. Entering the 21st century, the position of Malacca Strait more critical due to a shift in the center of world economic activity from the Atlantic to Pacific. That is critical hunt for energy security by the countries of Northeast Asia, which originated from the Middle East region through the security dynamics of the Indian Ocean. The new dynamics raises serious implications on security issues and navigational safety in the Straits of Malacca which are increasingly complex in the last decade, plus the demands of trade logistics infrastructure availability in the Strait of Malacca.

The research was conducted qualitatively with the study of documents relating to the Straits of Malacca during the period 2001 to 2010. This study has shown that the capacity building of Indonesia is still not ideal to address issues that arise in the Strait of Malacca in the first decade of this century. Though the position of Indonesia as an archipelagic state in the world, it should have the hardest effort and the most appropriate infrastructure to manage the security and safety of shipping in the Strait of Malacca, and also in the availability of competitive trading infrastructure in the Straits of Malacca."

"The regime of navigations for the straits of Mallaca (and Singapore) would be the regime of "Transit passage" as stipulated in Part III of the 1982 UNCLOS...."

"Tesis ini ingin mengungkap dan memahami sejarah Pelabuhan Merak dan Pelabuhan Bakauheni yang berada di Selat Sunda dari tahun 1912 sampai 2009. Selat ini memiliki posisi yang strategis menyatukan dan melayani dua pulau besar dan utama di Indonesia yaitu Pulau Jawa dan Sumatera. Transportasi utama yang menunjang aktifitas perpindahan barang/komoditi masa ini adalah kereta api. Untuk itu Pemerintah Hindia Belanda memberikan kuasa kepada sebuah perusahaan kereta api yang bernama staatsspoorwegen untuk mengelola bidang transportasi di wilayah Banten, maka dibangunlah Pelabuhan Merak di ujung rel kereta jalur Tanah Abang, Jakarta ke Merak, Banten pada tahun 1912. Pelabuhan ini menunjang kegiatan Hindia Belanda seperti ekspor dan impor barang dari Indonesia ke luar negeri. Pasca kemerdekaan Republik Indonesia, pengelolaan pelabuhan berganti-ganti mengikuti perkembangan politik pemerintahan. Sampai tahun 1948, di Pelabuhan Merak masih beraktifitas kegiatan ekspor barang ke luar negeri. Sementara itu juga Pemerintah Republik Indonesia membuka secara resmi jalur Pelabuhan Merak di Banten dan Pelabuhan Panjang di Lampung tahun 1952. Belanda menyerahkan pengelolaan pelabuhan kepada Perusahaan Jawatan Kereta Api (PJKA) tahun 1956. Ketika nasionalisasi perusahaan asing dikeluarkan pemerintah Republik Indonesia tahun 1959, pengelolaan Pelabuhan Merak beralih ke Badan Pengusahaan Pelabuhan (BPP). Tahun 1970, Departemen Perhubungan mulai membangun Pelabuhan Bakauheni di Lampung. Sebagai pelabuhan bayangan sementara Pelabuhan Bakauheni dibangun, dioperasikan Pelabuhan Srengsem. Pelabuhan Bakauheni beroperasi tahun 1980. Pelabuhan Merak di Banten dan Pelabuhan Bakauheni di Lampung, masing masing memiliki wilayah belakang. Karakteristik Jakarta dan Jawa Barat terlihat dalam aktifitas muat barang di Pelabuhan Merak, demikian pula halnya di Pelabuhan Bakauheni, dengan Palembang dan Bengkulu sebagai daerah belakang Lampung (dulunya wilayah Sumatera Selatan). Dengan karakteristik yang berbeda tersebut dan dengan analisis ekonomi regional, terlihat adanya aktifitas saling memenuhi kebutuhan kedua wilayah. Pelabuhan Merak dan Pelabuhan Bakauheni di Selat Sunda ke depan, berdasarkan latar belakang sejarah dan posisinya pada jalur pelayaran internasional, sangat mungkin untuk dikembangkan sebagai pelabuhan internasional.

---

This thesis wants to reveal and understand the history of Merak Port and Bakauheni Port in the Sunda Strait from 1912 to 2009. Strait has a strategic position to unite and serve the two large islands and Indonesia's main island of Java and Sumatra. Major transportation activities that support the movement of goods/commodities this period is the train. For the Government of the Netherlands East Indies provides power to a railroad company named staatsspoorwegen to manage transportation in Banten, Merak, he built a railroad track down the Tanah Abang, Jakarta to Merak, Banten, in 1912. This port supporting the activities of the Dutch East Indies, such as export and import goods from Indonesia to other countries. Post-independence of the Republic of Indonesia, switch port management to follow the development of government policy. Until 1948, the Merak Port is still activity in the Port of exports of goods abroad. While it is also the Government of Indonesia officially opened the path Merak in Banten and the Panjang Port in Lampung in 1952. The Dutch handed over the management port to the Perusahaan Jawatan Kereta Api (PJKA) in 1956. When the nationalization of foreign companies by the government of the Republic of Indonesia in 1959, the management switched to Merak Port of Badan Pengusahaan Pelabuhan (BPP). In 1970, the Department of Transportation started building Bakauheni Port in Lampung. As a shadow port while Port Bakauheni constructed, operated Port Srengsem. Bakauheni Port operational in 1980. Merak Port in Banten and Bakauheni Port in Lampung, each has a rear area. Jakarta and West Java characteristics seen in the activity of unloading goods at the port of Merak, as well as in Port Bakauheni, with Palembang and Bengkulu as a rear area of Lampung (South Sumatra). With different characteristics and with the regional economic analysis, there appears to meet the needs of each activity both regions. Merak Port and Bakauheni Port in Sunda Strait forward, based on historical background and its position on international cruise lines is quite possible to be developed as an international seaport."

"Indonesian trading development rapidly shows an improvement with neighbour countries such as Malaysia and Singapore. Even though the transportation infrastructures arround Malacca Straits are currently just provided by boats. For balancing the development trading reasons, Indonesian Government concerns to facilitate the building of transportation infrastructures or a fix-link infrastructure, a crossing bridge between Sumatera island (Indonesia) and Malaysia. Malacca strait Bridge (MSB) between Indonesia and Malaysia is a part of Trans Asia road link, has been planned since years ago. To support the current planning, the research and development Agency - Ministry of Public Works-Republic of Indonesia (Badan Penelitian dan Pengembangan, Kementrian Pekerjaan Umum, Indonesia) needs to make a reviewing on a pre-feasibility study (Pre FS) for MSB. Pre FS activity involved many disciplines of knowledge especially for road/corridor, transportation, bridge, geotechnical, , sea shore, environment, and social-economic-culture-policy. Pre FS result results that break event point for Corridor I among Dumai-P. Rupat-P. Medang Malaysia may be expected between 25 and 30 years based on Benefit Cost Ratio methode, using cable stayed and suspension bridges and girders. The longest span for cable stayed and suspension bridges are 2600 m and 1280 m. respectively. The selected corridior must be intensively discussed about technology absorbed and safety factor, resources capability for maintenance , integration within toll road network, fundation technology in the sea, and users psychology and comfort. Consession for operator may apply for 30 to 40 years."

"Skripsi ini membahas bagaimana perdagangan begitu berpengaruh terhadap pertumbuhan dan perkembangan Malaka sehingga Malaka kerap disebut sebagai pusat perdagangan pada masanya, baik dari masa kesultanan hingga masa pendudukan Portugis. Perdagangan yang berpusat di Malaka ini juga secara tidak langsung membawa perubahan bagi Malaka itu sendiri baik dari segi tatanan sosial masyarakat hingga berubahnya sistem kepercayaan di wilayah Asia tenggara khususnya Nusantara sebagai imbas perdagangan yang dilakukan oleh para pedagang di Nusantara dengan pedagang-pedagang dari wilayah lain dengan pusatnya di Malaka. Keberhasilan Malaka menjadi pusat perdagangan ini tak lepas dari berbagai strategi dagang mereka yang telah tertanam dari masa kesultanan hingga nantinya diadopsi oleh Portugis yang tetap membuat Malaka menjadi pusat perdagangan walaupun waktu telah cukup lama berlalu. Dengan menjadi pusat perdagangan membuat Malaka menjadi pusat dunia, terutama didalam dunia pelayaran perdagangan.

---

Abstract This thesis discusses how the trade was so influential to the growth and development of Malacca, so often called as trade center in his time, either of the empire until the Portuguese occupation. Trade, based in Malacca is also indirectly bring change to Malacca itself either in terms of social order to change the belief system in the southeast Asian region, especially the archipelago as the impact of trade done by the traders in the archipelago with traders from other regions with head in Malacca. The success of Malacca became the center of this trade could not be separated from their trading strategies which have been implanted from the sultanate until later adopted by the Portuguese are still making a trading center of Malacca although enough time has long passed. By becoming a trading center to make Malacca became the center of the world, especially in world shipping trade."

"ABSTRAKPenelitian ini menggambarkan tentang efektivitas kerjasama yang dibentuk olehIndonesia, Malaysia dan Singapura di dalam pengamanan selat Malaka setelahterjadinya peristiwa 11 September 2001 hingga tahun 2010 yang telah mengubahancaman dan tantangan keamanan di kawasan ini. Penelitian ini merupakanpenelitian yang bersifat kuantitatif dengan data sekunder. Hasil penelitianmenyimpulkan bahwa efektivitas kerjasama yang dibentuk oleh littoral statesdalam pengamanan selat Malaka ini sangat di pengaruhi oleh banyak alasansehingga bentuk bentuk kerjasama di Asia tenggara antara littoral states terbatasbahkan hingga pasca peristiwa 11 September 2001. Secara historis perompakandan terorisme maritim memang bukan merupakan masalah yang dianggappenting. Akibatnya ada keengganan untuk bekerjasama pada isu tersebut. Adanyaperistiwa 11 September 2001 dan beberapa kejadian lain yang berhubungandengan terorisme akhirnya membuat littoral states mengubah persepsinya padaberbagai masalah yang sebelumnya diyakini bukan sebagai ancaman pada masalalu. sehingga sangat penting untuk menginterpretasikan kerjasama keamananmaritim secara lebih luas sehingga diharapkan dapat menjawab tantangan dandinamisme perkembangan maritim dalam batas teritorial setiap negara

---

AbstractThis study illustrates the effectiveness of cooperation established by Indonesia,Malaysia and Singapore in the Malacca Strait security after the event of 11September 2001 that have changed the threats and security challenge in theregion. This research is a quantitative study with secondary data. Study concludedthat the effectiveness of cooperation established by littoral states in securing theMalacca strait is influenced by many reasons, so the form of cooperation inSoutheast Asia between the littoral states is limited even after the events of11 September 2001. Historically piracy and maritime terrorism is notan issue that is important. As a result there is a reluctance to cooperate on theissue. The existence of the event of 11 September 2001and some other events related to terrorism ultimately make littoral states tochange their perception on various issues that were previously believed to be notas a threat in the past. So it is important to interpret maritime securitycooperation more broadly so that is expected to meet the challenges anddynamism in the development of maritime territorial limits of each country.

---

AbstractThis study illustrates the effectiveness of cooperation established by Indonesia,Malaysia and Singapore in the Malacca Strait security after the event of 11September 2001 that have changed the threats and security challenge in theregion. This research is a quantitative study with secondary data. Study concludedthat the effectiveness of cooperation established by littoral states in securing theMalacca strait is influenced by many reasons, so the form of cooperation inSoutheast Asia between the littoral states is limited even after the events of11 September 2001. Historically piracy and maritime terrorism is notan issue that is important. As a result there is a reluctance to cooperate on theissue. The existence of the event of 11 September 2001and some other events related to terrorism ultimately make littoral states tochange their perception on various issues that were previously believed to be notas a threat in the past. So it is important to interpret maritime securitycooperation more broadly so that is expected to meet the challenges anddynamism in the development of maritime territorial limits of each country."